The Maritime History of the Great Lakes
Scanner, v. 2, n. 7 (April 1970)
Publication:
Scanner (Toronto, ON), Apr 1970


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Creator:
Bascom, John N., Editor
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Website
Description:
Meetings; Memberships; Cruise To Fort Huron; Marine News; Ship of the Month No. 7; The Meaning Behind That Whistle Signal...
Date of Publication:
Apr 1970
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English
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Protected by copyright: Uses other than research or private study require the permission of the rights holder(s). Responsibility for obtaining permissions and for any use rests exclusively with the user.
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Meetings

The next meeting of the Toronto Marine Historical Society will be held on Friday April 3rd, at the Marine Museum. Program to be announced.

We should like to remind all members about the May Dinner Meeting. It will be a buffet supper served aboard the schooner, HARRY V. ADAMS, followed by a cruise around the harbour and into the lake with part of the trip to be made under sail, weather conditions permitting. Members may bring guests but all are urged to reserve as soon as possible as the passenger list is filling out rapidly. We hope that a number of our out-of-town members will be able to come along on what will be the inaugural cruise of a new service. The cost is $6.00.

Memberships

For all except those who have joined within the past few months, membership fees are now due, and we would ask all those wishing to renew to contact the treasurer. Dues are $5.00 and will cover the 1970-71 season.

Cruise To Fort Huron

A little taste of the grand days of the lake excursion steamer will be available on Sunday, May 24th, when the steamer COLUMBIA, will make a return trip from Detroit to Port Huron. The trip will be sponsored by the Detroit Marine Historical Society and the Michigan Railroad Club and for $9.00, fans can make the trip either way by either boat or train. Neither the steamer nor the rail trip has been available to the public for a good many years.

Marine News

Any of our members who might read over the recent newsletters of this Society, will note that scarcely does a month go by without this column carrying some mention of George M. Steinbrenner or the Kinsman Marine Transit Company. The Kinsman fleet has never been among the largest of the lake shipping companies, but it has certainly been one of the most newsworthy, particularly in view of its apparent ability to operate successfully with a collection of some of the smaller and older ships on the lakes. The Cleveland based company is in the news again this month as a result of the purchase from the Interlake Steamship Company of the E. A. S. CLARKE. The CLARKE, built in 1907 and 532 feet in length, has been idle for almost a decade and will certainly require considerable work if she is to be reactivated this season as planned. Presumably the work will be done at Lorain.

The U. S. Corps of Engineers has a rather unusual task to perform if the Black River at Lorain is to be navigable at full draft this year. Eight large concrete keel blocks disappeared recently from the shipyard and it is believed that they froze to the hull of the laker SPARROWS POINT, which was drydocked there, and were carried out into the channel when the ship was refloated! Search operations are underway.

Recently we reported that Canadian Pacific wished to dispose of their passenger liner EMPRESS OF ENGLAND. It has now come to light that the ship has been sold to the Shaw Savill Line of London, England.

The first commercial vessel movement of the year in Toronto Harbour took place on March 23rd when the AVONDALE moved from her lay-up berth in the Ship Channel to the Victory Mills Elevator to unload her cargo of beans. Unlike the other self-unloaders laid up here that could unload with auxiliary power, the AVONDALE cannot unload without steam from her boilers and it seems that her owners considered it more economical to move her under her own steam as well,

SALTY CHANGES (All these vessels have traded into the Great Lakes)

AGGI (MOSNES), 4989, 1937, Norwegian, sold Greek and renamed DEFTERON.

ALBATROS (MARIA STATHATOS) 7249, 1943, Liberian, to Italian breakers.

AMARYLLIS (PRINS WILLEM II), 1965, 1955, Greek; renamed GOTHIC PRINCE.

ATID (FERDINANDSTOR), 1365, 1953, Israeli; sold Greek and renamed POSEIDON.

ATLANTIC BARONET, 11524, 1952, Liberian; sold to Spanish breakers.

BELBETTY, 3984, 1949, Norwegian; sold Greek and renamed DIMITRIOS,

BINKY (OLYMPOS, AKTION), 8450. 1943, Liberian; sold to Taiwan breakers.

CAIRNGOWAN (MANCHESTER ENGINEER), 7419, 1952, British; sold Cypriot and renamed GEORGILOS.

EVA (TRONSTAD), 1995, 1956, British; renamed CARIBBEAN TAMANAGO.

HERACLITOS, 7356, 1947, Greek; sold Cypriot and renamed HERODEMOS.

HERMANOS (GOWRIE), 2675, 1944, Greek; sold to Italian breakers.

HIRAM, 7032, 1961, Norwegian; sold Chilean and renamed LONGAVI.

MIDDLESEX TRADER, 14111, 1963, British; sold Greek and renamed HOMER.

MORMACOAK, 10649, 1944, American; sold to other U.S. owners.

NAIADE (NAJADE), 1260, 1954, Liberian; sold and renamed BEYROUTH.

NAIS (REINHART LORENZ RUSS), 2697, 1951, Greek; sank after collision near Singapore.

ORIENT MARINER, 9483, 1964, Greek; sold Italian and renamed LUIGI D'AMICO.

PRINSES EMILIA, 4789, 1954, Dutch; sold to unidentified buyers.

PRINSES MARIA, 4715, 1954, Dutch; sold to unidentified buyers.

SALAMINIA (SKOGHOLM, SILJAN) 1574, 1947, Greek; sold within Greece.

SAN DENIS (MARWICK HEAD), 1786, 1952, Greek; sold within Greece.

SEA EXPRESS (SVANEFJELL), 1075, 1955, Norwegian; sold Malayan and renamed PISANG RADJA.

SENEGAL (LABRADOR, FALCO), 1835, 1947, West German; sold Greek.

JOHN F. SHEA (TRANSCAPE), 9637, 1945, American; sold within U. S. and renamed KENTUCKIAN.

STEVEN, 2332, 1957, Dutch; sold Greek and renamed AKRA AKTION.

UGAYALI (FILLEIGH), 5668, 1957, Greek; renamed ANNA MARIA S.

VARYKINO ADVENTURER (PRINS MAURITS), 3994, 1961, Greek; sold Italian breakers with serious fire damage.

Ship of the Month No. 7

Elizabeth Hindman

In April 1921, the Midland Shipbuilding Company Ltd., completed construction of its Hull No. 9, a canal-sized bulk carrier built to the order of the Glen Transportation Co. Ltd., of Midland. The ship was christened GLENCLOVA and entered service bearing the distinctive livery of the various Playfair ships, a grey hull and a red stack with black smokeband.

GLENCLOVA measured 246 feet in length, 24.5 feet in the beam and 18.5 in depth and her tonnage was listed as 1925 gross and 1092 net. She was powered by triple expansion machinery built in the 1880's by the Frontier Iron Works, Detroit, and rebuilt by the Great Lakes Foundry & Machine Co. The engine had come from the wooden freighter MAJOR, latterly operated by James Playfair and more recently converted to a drydock at Midland. The original port of registry for GLENCLOVA was Midland, Ontario.

The ship became part of the Glen Line Ltd. in a 1923 reorganization of the Playfair fleets and then in 1925 she was sold to the George Hall Coal Co. Ltd. of Montreal in which Playfair also had an interest. In 1926 this fleet was absorbed by Canada Steamship Lines Ltd., Montreal and GLENCLOVA was renamed ANTICOSTI. She had not served C.S.L. for long, however, when the Depression began to cut into lake shipping operations. ANTICOSTI was laid up in 1930 in Kingston, along with many other ships of the fleet, and there she remained until 1939.

Fortunately, she had not been sold for scrap as had many of the idle C.S.L. units, and in 1939 she was reconditioned at Kingston and converted from coal to oil fuel. She was returned to service but in May of 1940 was requisitioned for wartime duty on salt water. Her owners chartered her to the British Ministry of War Transport for whom she was operated by William Cory & Son Ltd., London, in the British coastal service. After the close of the war, she was sold to the Compania Maritima Panamena Risacua S.A., a Panamanian concern, and was renamed RISACUA in 1948, operating in the Caribbean area.

In the early 1950's, Capt. George Hindman of Owen Sound was looking for more tonnage for his growing fleet, the Hindman Transportation Co. Ltd., and he knew that a number of canallers had left the lakes during the war and had not returned. He found RISACUA in the Caribbean and returned her to the lakes in 1953, giving her the name GEORGE HINDMAN (II). For the first few years, she had a rather unusual appearance in that she was given a grey hull, purple cabins with silver trim, and a yellow stack with a red "H", Mercifully, this colour scheme did not last long and, after various changes in livery, she settled down with a black hull, white cabins, and a black stack with a red band, white diamond, and black "H", the current standard colours of the fleet.

The ship was repowered in June 1955, receiving a General Motors diesel which had been built in 1942. The new engine, albeit very noisy, did increase her speed greatly. The early 1960's saw the Hindman fleet expanding to larger tonnage and. the steamer BAIRD TEWKSBURY, purchased in 1962 from the Midland Steamship Line, Inc., was renamed GEORGE HINDMAN (III) so that the company's flagship might bear the name of the founder. In order that the change might be made, the old GEORGE was renamed ELIZABETH HINDMAN but she continued on in her duties of taking pulpwood to Detroit and grain to the Bayports.

By the end of the late 1960's, however, the ELIZABETH HINDMAN was nearing the end of her usefulness. She was one of the last of the bulk canallers in operation and was showing the signs of many years of hard work. She was due for survey in 1968 but her certificate was extended long enough for her to finish out the year. She was laid up in Owen Sound and there she remains today, retired from active service but held in reserve should she be needed. Nevertheless, there is little doubt that she will be sold for scrap before too long and, when she is finally towed away from her home port and cut up, the wreckers will put an end to the career of one of the most widely travelled of the little canallers.

The Meaning Behind That Whistle Signal...

Today, it seems that a whistle or horn on a ship is used only to give passing signals, to request the opening of a few bridges, to salute fellow ships or tourists on shore, and occasionally to sound a warning of danger. Few ship fans realize the beautiful chime whistle, such as that on the ROBERT C. NORTON, was developed not only because of its pleasing sound, but also because the ability of the whistle to make itself heard over long distances and in any weather could mean the difference between a safe passage and an accident involving the loss of men and ship.

In the days before radio communications ship to ship and ship to shore, the steam whistle was virtually the only method of communication and a very intricate series of signals had to be worked out for almost every one of the situations in which a ship might find herself. There were signals for calling tugs, for opening bridges, for picking up and dropping barges, for finding the right dock, for comparing courses with passing steamers and for simply reporting passage to such stations as that which was located at the Straits of Mackinac,

For instance, to quote the Lake Carriers' Association booklet of 1942, "...if when a vessel is approaching the Duluth entrance she is signalled by the local Great Lakes tugs by its fleet and vessel signal, she should reply with similar signals and with the expectancy of receiving a change of orders, as follows: "Two long blasts from tugs (- -) means to go to Superior entrance. (The vessel will always be a light one and she will understand that she is to load at the Great Northern Ore Docks.) Two long and one short (- -.) means that she is to turn around and go back to Two Harbors. One short, one long, one short (.-.) means that she is to turn back and go to Ashland for cargo. This is the same signal that is given at Two Harbors to indicate that the vessel is to return to Ashland,"

A ship's personal signal consisted of a series of blasts to indicate the fleet, and another to indicate the particular ship. In the case of the Pittsburgh Steamship Co., there were so many ships that each was also assigned "class" to be given between the fleet and name signals. There follows a portion of the Pittsburgh whistle signal list for 1942.

Fleet Signal -..- Class Signal .-

DOUGLASS HOUGHTON ... ROBERT W. E. BUNSEN -.- JOHN H. McLEAN ..-.

CORNELL ..- MATAAFA ...- PENTECOST MITCHELL .-..

HARVARD .._ MAUNALOA ..-- McGILVRAY SHIRAS ----

PRINCETON .-. CLARENCE A. BLACK .-. ROBERT FULTON -...

RENSSELAER --- E. C. COLLINS .--- QUEEN CITY --..

MALIETOA -.. HERMAN C. STROM .-.- ZENITH CITY --.-

A dash represents a blast of not less than five seconds (long) whereas a dot represents a blast of not more than two seconds (short). Put them all together and it means a lot of steam!

The Reoch Companies

A Short History and Fleet List

by

The Editor

FERNDALE (I), one of Reoch's last canallers is well loaded as she approaches Bridge 5 on the Welland Canal, June 2, 1962. Photo by the EditorThe Reoch Steamship Company Limited of Montreal, was formed in 1952 when Capt. Norman J. Reoch purchased four canal-sized bulk carriers from Capt. George Hindman's Diamond Steamship Company of Owen Sound. Capt. Reoch himself came from a family that was deeply involved in Great Lakes shipping and his father, Capt. James Reoch, was Master of a number of C. S. L. steamers including the DONNACONA. Norman was Master of the GLENELG before going ashore to become Operating Manager of C. S. L. and when he left the latter post in 1951, it was for the expressed purpose of entering the shipping business on his own account.

As the years passed, various subsidiaries and associated companies were added to the fleet - Reoch Transport Ltd., Westdale Shipping Ltd., Redwood Enterprises Ltd., Winona Steamships Ltd., Leadale Shipping Ltd., and the newest member of the group, the International Cruising Co. Ltd. Westdale Shipping Limited has emerged as the operating company for the vessels owned by the various associated concerns.

The self-unloader AVONDALE (II) enters the piers at Port Weller, April 25, 1964. Photo by the EditorThe Reoch fleet did not remain content with the four original vessels and during the 1950's four more canallers were added, one being rebuilt especially for the company. In addition, the 1953 season saw the chartering of the 1937-built British coasters SPRINGDALE (b) EASTDALE and SPRINGTIDE (b) EASTTIDE from Springwell Shipping Limited of London for the lake grain trade.

After the opening of the St. Lawrence Seaway, it became evident that larger ships would be required and accordingly the company purchased its first upper laker, the ELMDALE, which had been seriously damaged in a 1960 collision. There followed the acquisition of four self-unloaders from the American Steamship Company (Boland & Cornelius) of Buffalo, as well as a number of straight deckers from various U. S. fleets. Two more self-unloaders were added in 1965 and 1969.

GROVEDALE (II) shows off her good lines below Lock 2 in the Welland Canal April 12, 1969. Photo by the EditorIn addition, two other vessels have been operated or manned for other owners. The veteran self-unloader DOLOMITE (see details in the fleet list), was operated during the period 1962 through 1964 for R.E. Law Crushed Stone Limited of Port Colborne, and the small British coastal tanker JACKSON PRINCESS operated in the Lake Ontario to East Coast vegetable oil trade in the early 1960's.

Upon Capt. Reoch's retirement from active management, his place was taken by his former assistant, Mr. K. M. Smith. In 1969 the Head Office of the fleet was moved from Montreal to Port Credit, Ontario, in order to be closer to the fleet's principal customers.

AVONDALE (I), (a) STARWELL (44), (b) JOHN A. FRANCE (I) (59). Can. 161518. 1929 Swan Hunter & Wigham Richardson Ltd., Sunderland, Hull 1387. 252.8 x 43.4 x 17.9. Gross 1938, net 1158. Retired 1961. Scrapped at Hamilton 1962. Owners: 1) Welland Steamships Ltd. (1929-33). 2) Sarnia Steamship Ltd., (1933-51). 3) Colonial Steamship Ltd. (1951-59). 4) Reoch Transports Ltd., (1959-62).

AVONDALE (II), (a) ADAM E. CORNELIUS (I) (48), (b) DETROIT EDISON (I) (54), (c) GEORGE F. RAND. (II) (62). U.S. 205239. Can. 316352. 1908 Great Lakes Eng. Works, St. Clair, Mich., Hull 53. 420 x 52.2 x 24. Gross 4900, net 3736. Rebuilt 1921. Lengthened to 475 and rebuilt as self-unloader at Manitowoc, 1942. Gross 4939, net 3853. Owners: 1) American Steamship Company (1908-1962). 2) Leadale Shipping Limited.

BROOKDALE (a) TADENAC (02), (b) THE IROQUOIS (20), (c) COLORADO (22), (d) DORNOCH (22), (e) BROOKTON (40), (f) GEORGE HINDMAN (I) (52). Can. 111855. 1902 Bertram Eng. Wks. Ltd., Toronto, Hull 36. 252.5 x 43.2 x 22.3. Gross 2359, net 1452. To salt water 1916. Sold 1920 to foreign interests. Returned to lakes 1923. Laid up 1931-40. Retired 1965. Scrapped 1966 at Hamilton. Owners: 1) St. Lawrence & Chicago Steam Navigation Co. Ltd, (1902-16). 2) Canada Steamship Lines Ltd. (1916-20). 3) Mathews Steamship Co. Ltd. (1923-33). 4) Colonial Steamships Ltd. (1933-40). 5) Diamond Steamship Co. Ltd. (1940-52). 6) Reoch Steamship Co. Ltd. (1952-66).

DOLOMITE, (a) EMPIRE CITY (29), (b) SUMATRA. (62), U.S. 136623. Can. 316031. 1897 Cleveland Shipbuilding Co., Cleveland, Hull 28. 405.4 x 48 x 24.4. Gross 4118, net 3268. Rebuilt as self-unloader at Lorain 1929. Gross 4160, net 3310. Operated by Reoch (Westdale Shipping Ltd) for Law 1962-64. Arrived at Santander, Spain, for scrapping October 20, 1968. Owners: 1) Zenith Transit Co. (1897-1901). 2) Pittsburgh Steamship Co. (1901-29). 3) Sumatra Steamship Co. (Tomlinson) (1929-55). 4) Tomlinson Fleet Corp. (1955-61). 5) R. E. Law Crushed Stone Ltd. (1961-68). 6) Marine Salvage Ltd. (1968).

ELMDALE, (a) CLIFFORD F. MOLL (33), (b) STANDARD PORTLAND CEMENT (60). U.S. 206044. Can. 199397. 1909 Great Lakes Eng. Wks., Ecorse, Mich., Hull 56. 444 x 56.2 x 29. Gross 5141, net 3894. Sank above Port Huron June 1960 after collision with AUGUST ZIESING. Owners: 1) American Steamship Co. (1909-60), 2) Redwood Enterprises Limited,

FERNDALE (I), (a) COTEAUDOC (I) (47), (b) MILVERTON (49), (c) CLARY FORAN (59). Can. 149500. 1929 Barclay Curie & Co. Ltd., Glasgow, Hull 630. 252.7 x 43.3 x 17.9. Gross 1975, net 1161. To salt water 1941 for South American bauxite trade. Returned to lakes 1947. Collided with TRANSLAKE Sept. 24th, 1947 near Iroquois, Ont., and burned. Drifted downstream and grounded at head of Rapide Plat. Salvaged 1948. Rebuilt at Port Weller 1949. Scrapped at Hamilton 1963. Owners: 1) Paterson Steamships Ltd. (1929-42). 2) U.S. Maritime Commission (1942-47). 3) Colonial Steamships Ltd. (1947), 4) Sarnia Steamships Ltd. (1948-51). 5) Colonial Steamships Ltd. (1951-59). 6) Reoch Transports Ltd. (1959-63).

FERNDALE (II), (a) LOUIS R. DAVIDSON (32), (b) DIAMOND ALKALI (I) (39), (c) DOW CHEMICAL (II) (64). U.S. 209971. Can. 317134. 1912 Great Lakes Eng. Wks. Ashtabula, Hull 95. 504 x 56.2 x 26.2. Gross 6356, net 4996. Rebuilt as self-unloader and lengthened to 511.1 in 1932. Gross 6612, net 5335. Owners: 1) American Steamship Co. (1912-64). 2) Leadale Shipping Ltd,

FORESTDALE, (a) LA SALLE (28), (b) EASTRICH (43), (c) HOWARD HINDMAN (I) (52). U.S. 141050, Can. 138870. 1890 Cleveland Shipbuilding Co., Cleveland, Hull 6. 273.8 x 38.2 x 20, Gross 1935, net 1596. Rebuilt 1942. Gross 1896, net 1074. Scrapped 1961 at Hamilton. Owners: 1) Lake Superior Iron Co. (1890-1901). 2) Pittsburgh Steamship Co. (1901-14). 3) Atlas Steamship Co. (1914-28). 4) Eastern Terminal Elevator Co. Ltd. (Jas. Richardson: & Sons) (1928-42). 5) Diamond Steamship Co. Ltd. (1942-52). 6) Reoch Steamship Co, Ltd. (1952-61).

GROVEDALE (I), (a) ROBERT WALLACE (l6), (b) TREGASTEL (21), (c) GLENDOWAN (26), (d) CHANDLER (42), (e) ASPENLEAF (49), (f) HELEN HINDMAN (I) (52). U.S. 111466. Can. 145463. 1903 Buffalo Dry Dock Co., Buffalo, Hull 204. 246 x 41 x 18.8. Gross 1640, net 944. Requisitioned for salt water service 1916 and sold to the French Government. Returned to lakes 1921. Laid up 1931-43. Rebuilt 1942-43 at Sorel. Gross 1521, net 881. Deepened at Port Dalhousie 1953. Gross 1903, net 1315. Scrapped at Port Weller 1959. Owners: 1) Great Lakes & St. Lawrence Transportation Co.(1903-16). 2) Glen Line Ltd. (1921-25). 3) Geo. Hall Coal Co. Ltd. (1925-26). 4) Canada Steamship Lines Ltd. (1926-37). 5) Marine Industries Ltd. (1937-43). 6) Leaf Barges Div., Branch Lines Ltd. (Marine Industries) (1943-49). 7) Diamond Steamship Co. Ltd. (1949-52). 8) Reoch Steamship Co. Ltd. (1952-56). 9) Upper Lakes & St. Lawrence Transportation Co. Ltd.(1956-59).

GROVEDALE (II), (a) JOSEPH G.BUTLER JR. (35), (b) DONALD B. GILLIES (63). U.S. 202635. Can. 316356. 1905 American Shipbuilding Co., Lorain, Hull 339. 525 x 55 x 31. Gross 6588, net 5174. Sold for scrapping overseas 1961 but instead returned to service 1963. Owners: 1) Tonopah Steamship Co. (Hutchinson) (1905-14), 2) Pioneer Steamship Co. (19l4-61). 3) Marine Salvage Ltd. (1961-63). 4) Redwood Enterprises Ltd.

HILLSDALE (a) CALDERA (18), (b) A. T. KINNEY (61). U.S. 204864. Can. 199398. 1908 West Bay City Shipbuilding Co., West Bay City, Mich., Hull 173. 504 x 54 x 26.9. Gross 6328, net 4686. Retired 1967. Arrived at Santander, Spain, for scrapping on July 16, 1968. Owners: 1) Croxton Steamship Co. 2) Kinney Steamship Co. 3) Wilson Transit Co. (1936-60). 4) Winona Steamships Ltd., (1960-68). 5) Steel Factors Ltd. (1968).

LEADALE, (a) HARRY YATES (I) (34), (b) CONSUMERS POWER (II) (58), (c) FRED A. MANSKE (I) (62). U.S. 207361. Can. 316036. 1910 Great Lakes Eng. Wks., St. Clair, Mich., Hull 77. 504 x 56.2 x 26.2. Gross 6077, net 4927. Rebuilt as self-unloader and lengthened to 511.1 at Lorain 1934. Gross 6391, net 5082. Owners: 1) American Steamship Co. (1910-62). 2) Leadale Shipping Limited.

NORDALE, (a) STADACONA (II) (69). Can. 154474. 1929 Midland Shipbuilding Co. Ltd., Midland, Hull 24. 582 x 60.2 x 28.3. Gross 9181, net 6711. Rebuilt as self-unloader at Collingwood 1957-58. Gross 9486, net 7262. Owners: 1) Canada Steamship Lines Ltd. (1929-63). 2) Ocean Lines Ltd. (C. S. L.), (1963-68). 3) International Cruising Company Limited.

PARKDALE (I), (a) S. N. PARENT (16), (b) VEULETTES (21), (c) GLENARM (26), (d) CAM-ROSE (42), (e) PALMLEAF (49), (f) BLANCHE HINDMAN (I) (52). U.S. 117240. Can. 145464. 1903 Detroit Shipbuilding Co., Wyandotte, Mich., Hull 151. 245.8 x 41 x 18.8. Gross 1640, net 987. Requisitioned for salt water service 1916 and sold to the French government. Returned to lakes 1921. Laid up 1931-43. Rebuilt 1942-43 at Sorel. Gross 1522, net 892. Deepened to 20.7 at Port Dalhousie 1953. Gross 1912, net 1311. Scrapped at Port Weller 1959. Owners: 1) Great Lakes & St. Lawrence Transportation Co. (1903-16). 2) Glen Line Ltd., (1921-25). 3) Geo. Hall Coal Co. Ltd. (1925-26). 4) Canada Steamship Lines Ltd. (1926-37). 5) Marine Industries Ltd., (1937-43). 6) Leaf Barges Div., Branch Lines Ltd. (Marine Industries), (1943-49). 7) Diamond Steamship Co. Ltd. (1949-52). 8) Reoch Steamship Co. Ltd. (1952-56). 9) Upper Lakes & St. Lawrence Transportation Co. Ltd., (1956-59).

PARKDALE (II) (a) WILLIAM C. MORELAND (l6), (b) SIR TREVOR DAWSON (20), (c) CHARLES L. HUTCHINSON (II) (51), (d) GENE C. HUTCHINSON (63). U.S. 207851 and 214499. Can. 316355. 1910 American Shipbuilding Co., Lorain, Hull 387, 580 x 58 x 32. Wrecked on Saw Tooth Reef, Lake Superior, Oct. 18th, 1910, Stern section salvaged and rebuilt with new bow by American Shipbuilding Co., Superior, Wis., as Hull 524, in 1916. 580 x 58 x 32. Gross 7215, net 5505. Owners; 1) Interstate Steamship Co. (Jones & Laughlin Steel Corp.) (1910). 2) American Interlake Co. (C.S.L.) (1916-20). 3) Pioneer Steamship Company (1920-62). 4) Redwood Enterprises Limited.

PINEDALE (a) E. D. CARTER (16), (b) WILLIAM T. ROBERTS (32), (c) DOW CHEMICAL (I) (39), (d) NORMAN J. KOPMEIER (61). U.S. 202866. Can. 199403. 1906 Detroit Shipbuilding Co., Wyandotte, Mich., Hull 162. 504 x 53.8 x 26.7. Gross 6359, net 5063. Rebuilt as self-unloader and lengthened to 510.5 in 1932. Gross 6606, net 5305. Owners: 1) E. D. Carter, Erie, Pa., (1906-14). 2) Algoma Central & Hudson Bay Railway Co. (1914-16). 3) American Steam-Ship Co. (19l6-61). 4) Redwood Enterprises Limited.

SPRUCEDALE, (a) JOHN DUNE JR. (61). U.S. 204973. Can. 199405. 1908 Toledo Shipbuilding Co., Toledo, Hull 111. 514 x 58 x 25.6. Gross 6l60, net 4802. Arrived at La Spezia, Italy, for scrapping, August 14, 1969. Owners: 1) American Transportation Co., (1908-11). 2) Great lakes Steamship Co. (1911-1957). 3) Wilson Marine Transit Co. (1957-60). 4) Redwood Enterprises Ltd., (1960-69). 5) Marine Salvage Ltd. (1969).

VALLEYDALE, (a) KINLOCH (27), (b) VALLEY CAMP (65). Can. 149427. 1927 Swan Hunter & Wigham Richardson Ltd., Newcastle, Hull 1228. Built as self-unloader. 252.2 x 43.3 x 23.6. Gross 2351, net 2012. Scrapped 1967 at Hamilton. Owners: 1) The Valley Camp Coal Co. of Canada Ltd. (1927-65). 2) Reoch Transports Ltd. (1965-66).

WESTDALE (I), (a) RALPH GILCHRIST (44), (b) E. P. MURPHY (59). Can. 149493. 1929 Swan Hunter & Wigham Richardson Ltd., Wallsend-on-Tyne, Hull 1373. 252.8 x 43.4 x 18.8. Gross 1927, net 1147. Retired 1961. Scrapped at Hamilton 1962. Owners: 1) Sarnia Steamships Ltd., (1929-51). 2) Colonial Steamships Ltd, (1951-59). 3) Westdale Shipping Ltd. (1959-62).

WESTDALE (II), (a) GEORGE W. PERKINS (64). U.S. 202166. Can. 317133. 1905 Superior Shipbuilding Co., West Superior, Wis., Hull 512. 556.2 x 56.4 x 26.5. Gross 6553, net 5452. Owners: 1) Pittsburgh Steamship Company (1905-64). 2) Redwood Enterprises Limited.

WILLOWDALE, (a) TALARALITE (47), (b) IMPERIAL MIDLAND (53). Can. 137907. 1918 Collingwood Shipbuilding Co., Ltd., Hull 50. 250 x 43.8 x 23.5. Gross 2631, net 1394. Built as tanker. Rebuilt as dry bulk carrier at Port Dalhousie, 1952-53. Gross 2335, net 1356. Scrapped at Toronto 1963. Owners: 1) Imperial Oil Ltd. (1918-52). 2) Reoch Transport Limited (1952-63).

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Scanner, v. 2, n. 7 (April 1970)


Meetings; Memberships; Cruise To Fort Huron; Marine News; Ship of the Month No. 7; The Meaning Behind That Whistle Signal...