Friday, April 2 - Slide Night again (with Projector!)
Friday, May 7 - Dinner Meeting and Photo Contest. Dinner to be served in the Ship Inn, Marine Museum of Upper Canada.
Since we have so many excellent photographers in the Society, our May meeting will feature a photo contest. Members may submit up to three photos and there will be three categories: Lake, Ocean and General Marine. Prints must be at least 8" x 10" in matte finish. Photos will be judged prior to the dinner and after the awarding of prizes, two speakers will give professional pointers on the art of photography. The dinner itself will be held in the Ship Inn. Your Executive recommended that we look into the possibilities of holding the dinner aboard NORMAC, but the membership favoured a return to the museum restaurant. Details of the contest and dinner will be mailed to all members.
The Editor's Notebook
This month, we have a very interesting item to include in our Newsletter, By special permission of member Scotty McCannell, we have been able to reproduce the Crew's list from the delivery voyage of the former Canadian Pacific lake passenger liner KEEWATIN. Since the KEEWATIN had such a large following of devoted admirers, we think that this priceless bit of memorabilia will be well received.
In an effort to hold the line on production costs, we have not produced a photo page this month. Your editor regrets this step, but we can assure you that it is only temporary, and that the photos will return next month.
In the new member department, we should like to welcome to the Society, Gilbert A. Germanson of Milwaukee
It never rains but it pours. Only a short time ago, Bethlehem Steel announced the name for its new self-unloading bulk carrier building at Erie, Pennsylvania, and right on the heels of this development comes the news that the new U.S. Steel bulk carrier under construction at Lorain will be christened ROGER BLOUGH in honour of a former Chairman of the Board. The new ship will make her appearance later this year. For quite some time it has been generally accepted that if Bethlehem named its ship after an officer of the company, U.S. Steel would be more or less obligated to follow suit. Nevertheless, your editor still feels that ships are more appropriately christened if their names honour places, or even manufactured words, rather than gentlemen who are already honoured by the memory of their deed in the service of their businesses.
Shipping enthusiasts in the Toronto area are now facing the prospect of having two more tug and barge combinations added to the local scene. As many of our readers will know, Canada Cement Lafarge Ltd. is now building a new plant on Lake Ontario near Bath, Ontario, The new facility is scheduled to replace the present plant in 1973. In order to carry cement from the Bath plant to Toronto, the company is investigating the possibilities of building two 8,000 ton pusher barges and two 2,300 h.p. tugs, the first combination to be operative in 1972. Decisions on the design of the units and the method of unloading to be employed are expected within a few months. If the plans are carried through to fruition, 1971 could be the last year of operation for the veteran motorship CEMENTKARRIER, long a familiar sight on our waterfront.
The American Steamship Co., whose expansion in the near future is limited to new construction as a result of anti-trust regulations, has contracted for a new vessel to be built at Sturgeon Bay for 1973 delivery. The ship will be, predictably, a diesel stemwinder with boom aft and will be 680 feet in length, 78 feet in the beam. To cost $12,600,000., she will have a capacity of 26,000 gross tons of pellets at mid-summer draft. The company has until June to exercise an option on building a second vessel.
It has been announced that the U. S. Coast Guard will bring the icebreaker SOUTH-WIND to the Lakes this spring to assist MACKINAW in opening up the shipping channels. From reports that we have been getting, it would appear that the main trouble spot for ice will be Lake Erie where accumulations have been heavier than normal. The old workhorse N.B.McLEAN will, of course, look after the Canadian portion of the chore.
Several lake fleets, notably the Huron Cement Company, are off to an early start for the 1971 navigation season. March operation is nothing unusual these days, but the large bulk carriers normally do not fit out until the end of March or the beginning of April, Nevertheless, Inland Steel jumped into the ring early by starting E. J. BLOCK at mid-month with a trip from Indiana Harbor to Milwaukee with hot-rolled steel coils. The BLOCK spent most of 1970 in the shipyard at South Chicago after a mishap in the Middle Neebish cut. All Inland vessels were fitting out in March and the company has requested the U.S. Coast Guard's assistance in opening Escanaba harbour for the first week in April.
Speaking of Huron Cement, the company has announced its appointments for 1971 and included was J.B.FORD which has spent the past few years in idleness at Buffalo. Surprisingly, E.M.FORD and LEWIS G.HARRIMAN do not appear on the list.
Although the report was delayed in reaching us, we understand that the Crown Assets Disposal Corporation office in Edmonton, Alberta, had set a deadline of January 6 for the receipt of bids on the veteran Yukon sternwheelers WHITEHORSE and CASCA which have been reposing on shore at Whitehorse for a number of years. However, for some reason, the opening of the bids was stalled, and local residents have been hoping that the delay might be due to efforts on the part of a local committee set up to attempt to preserve the ships as a historical display in the northern city. An engineering report stated that the older WHITEHORSE, built in 1901 and rebuilt in 1937, was "no longer usable", but that CASCA, of 1937, was still reasonably sound. Even if the veterans escape demolition, operation is, of course, a virtual impossibility. The last of the Yukon sternwheelers to operate in the passenger trade was KLONDIKE which was still running in the tourist cruise service in the late fifties.
The U.S. Steel Corporation's Great Lakes Fleet has announced its appointments for the 1971 season, and it is of interest that only 35 of the 40 available straight-deck bulk carriers will fit out. Presumably, this is in anticipation of the entry into service of ROGER BLOUGH. Nevertheless, WILLIAM J. FILBERT, GEORGE G.CRAWFORD and HENRY PHIPPS will not begin the season. One might have presumed that the other two ships to lie idle would be HENRY H.ROGERS and PETER A.B.WIDENER, but this is not the case and while these two will fit out, WILLIAM P. PALMER and J.P.MORGAN JR. will remain at the wall. All of the self-unloaders will operate, as will the veteran craneship CLIFFORD F. HOOD.
Last month we mentioned that Polish Ocean Lines would be entering the lake trade in 1971 and we have now received details on the service. There will actually be three ships, not two. ZAWIEROIE will call at Toronto in the period April 7 to 9, ZAWICHOST on May 5-7, and ZABRZE on June 3-4. The trio will provide a service from Montreal, Toronto, Hamilton, Detroit, Milwaukee and Chicago to Antwerp, Hamburg and Gdynia.
It was recently reported that the Hall Corporation was arranging to dispose of its small tankers SEA TRANSPORT and RIVER TRANSPORT. We have now received confirmation of the sale of SEA to Philippine buyers, but it seems that RIVER will not pass out of the fleet until at least the end of the 1971 season. We presume that a sale is in the works but that delivery will be somewhat later than was originally planned.
In our last issue, we reported that Davie Shipbuilding Ltd. had received a $60-million contract for three large tankers for the Vardinoyannis group of Piraeus, Greece, the largest order for commercial vessels ever placed with a Canadian yard. Things seem to be really cooking for Canadian shipyards now, since two other yards have also received major orders for ocean vessels. Three 30,000 ton tankers will be built by the St. John Shipbuilding & Drydock Co. Ltd. for Esso Tankers Inc., New York, while Port Weller Dry Docks Ltd. has landed a contract for two 20,000 ton newsprint carriers. The Port Weller ships will be built to the order of the Burnett Steam Ship Co., Newcastle, a subsidiary of the Federal Commerce & Navigation Co., Ltd., Montreal, and will operate under charter to the Atlantic Transportation Co. Ltd., Montreal, a subsidiary of Canadian International Paper.
We understand that a prominent vessel broker recently sent out feelers in the hope of finding a purchaser for the Papachristidis fleet of maximum-sized lakers. The price? $22.5 million! Shortly thereafter, Papachristidis officially denied that the fleet was for sale, however we understand that the fleet's owner may wish to concentrate his shipping interests elsewhere, and we suspect that a major Canadian shipping company is interested in taking over ownership of the five vessels involved, namely: MONTREALAIS, QUEBECOIS, FEUX-FOLLETS, GRANDE HERMINE and PETITE HERMINE.
A late report has confirmed that the Kinsman Marine Transit Co., Cleveland, has once again expanded its fleet, this time by purchasing the veteran Republic Steel steamers SILVER BAY, HARRY L. ALLEN and PETER ROBERTSON (II). The sale of the latter two is subject to approval of the cost of refitting them if they cannot pass their five-year inspections which are now due. The ALLEN and ROBERTSON are expected to be drydocked in Mid-April, with Republic to foot the bill. SILVER BAY is not due for inspection for another year.
An Embarrassing Moment
One of the most intriguing news item we have ever seen was reported in the September 13, 1906 issue of "The Marine Review", a weekly shipping magazine published, during the earlier years of this century, in Cleveland. We somehow doubt that the skippers of the ships involved saw much humour in the situation.
"Navigation through the American Canal at Sault Ste. Marie was delayed for three hours on Tuesday afternoon when the downbound steamer GEORGE W.PERKINS, with a beam of 56 feet, and the upbound steamer HENRY STEINBRENNER, with a beam of 50 feet, tried to pass in the Narrows where the channel is exactly 106 feet wide. The fender strake on the STEINBRENNER was fastened in such a manner as to wedge the two boats together. Three tugs finally succeeded in towing them down the stream together until a wider place in the channel was reached."
Could this be a preview of the first passing of ROGER BLOUGH and STEWART J.CORT in Little Rapids Cut?
To Save The Ned Hanlan
One of the most forlorn sights on the Toronto Waterfront right now is the steam tug NED HANLAN which has laid for five years in the Metro Marine Yard since her retirement. Outwardly, she is in rather sorry shape and has a suspicion of a list to port. The tug is owned by the Toronto Historical Board which is currently attempting to raise the funds necessary to move the HANLAN to a sight near the Marine Museum for display.
With this in mind, and to show the Board that at least some people in our city care about the demise of the steam powered tug, the Toronto Marine Historical Society has offered to wash and paint the boat at such time as her future has been definitely decided. We feel certain that our local members would be more than happy to devote a weekend to such a deserving project. Happily, our offer has been accepted, and we shall have more details on arrangements when the HANLAN's future is announced.
An Elegy For A Lady
The HURON is dead.
Though she may still be with us in body, her spirit has passed into that life where lives the memory of all famous lake ships of the past. She was never as majestic as the great passenger liners that swept past her on the river with their throngs of happy travellers. She never sailed to the many ports on the lakes which were so familiar to the freighters. But for ninety-six years, while other proud vessels came and went, HURON kept on at her task of ferrying railroad cars across first the St. Clair and later the Detroit River.
Yes, over a century of Detroit River carferry service by steam powered vessels has come to an end with the retirement of HURON as a self-propelled unit of the Canadian National Railway Company's fleet. All of the other ferries have since been retired completely or else converted to barges and it is with regret that we see HURON come to the same end. Though not yet stripped of her cabin or machinery, the veteran is now shunted about the river by the tug AMHERSTBURG while her running mate of so many years, LANSDOWNE, is pushed by the less-than-handsome MARGARET YORKE. Fans were, incidentally, amused by a stroke of poetic justice that put MARGARET YORKE aground in the Detroit River on her delivery voyage, an accident that saw considerable damage done to her outboard propulsion units.
And so it is that we bid farewell to HURON, or at least to the HURON we have known. Money talks with a loud voice, but economic considerations now seem to have taken just one more bit of style and flourish from an otherwise drab harbour and river scene.
It is with great pleasure that your Executive announces that Mr. John Brannen of Etobicoke has agreed to serve as a Vice-President of your Society. John not only is one of our most avid members, but is also well acquainted with the shipping industry as a result of his association with a large ocean shipping company.
Excerpts from Department of Transport Reports
331081 AGAWA CANYON. Self-unloading bulk carrier, M.V. 635.2 x 72.1 x 39.0. Gross 16290, Net 11261. 6664 h.p. Algoma Central Railway. Built 1970 Collingwood. Reg. at Collingwood, 20/11/70.
331082 IMPERIAL DARTMOUTH, Tanker, M.V. 205.5 x 40.1 x 15.9. Gross 1111, Net 1045. 760 h.p. Imperial Oil Ltd. Built 1970. Collingwood. Reg. at Collingwood 27/11/70.
345163 MARGARET YORKE. Tug, M.V. 99.8 x 35.0 x 9.8. Gross 272, Net 203. 1700 h.p. F.M.Yorke & Sons Ltd., Vancouver. Built 1970 Wheatley. Reg. at Vancouver, 11/2/71.
331571 PRINCESS OF NEW NOVA. Ferry, M.V. 459.4 x 66.1 x 37.2. Gross 10109, Net 6199. 11500 h.p. Canadian Pacific Railway Co. Built 1970 St. John, N.B. Reg. St. John, 27/2/71.
310483 NORTH VOYAGEUR, Quebec, M.V., to (b) VOYAGEUR D. 10/70.
112393 EVA (a) DRUID (51), (b) STEVE AHERN (58), (c) ISLE VERTE (60), (d) VEGA (65), (e) EVA MARIE (67), St. John's, Nfld., M.V. to (g) MARINE COASTER. Date not known.
14/10/70. 310134 GANNETT, Ottawa, M.V. Vessel retired.
15/10/70. 326471 IRVING WHALE, St. John, Barge. Foundered.
22/10/70. 68808 M.I.L. 495, (a) METCALFE (27), (b) FAIRMOUNT (II) (63), Sorel, Salvage barge. Dismantled.
23/10/70. 150232 ELIZABETH HINDMAN, Owen Sound, M.V. Sold U.S.A. (for scrapping).
31/10/70. 157359 GULF TRANSPORT, Montreal, S. Sold Italian,
9/11/70. 301563 ANIK, Quebec. M.V. Transferred to Georgetown, Cayman Is.
19/11/70. 171704 IMPERIAL VANCOUVER, Vancouver. M.V. Transferred to Hamilton, Bda.
20/11/70. 192760 G.S.S. NO. I, (a) ST. CATHARINES, Ottawa. S. Sold Japanese.
8/12/70. 329722 PECHE ISLAND IV, Windsor. M.V. Sold Mexican.
11/12/70. 122217 HERCULES., Quebec. S. Dismantled.
11/12/70. 103824 W.A.BOWDEN, Quebec. S. Dismantled.
4/ 1/71. 133937 DOLLARD, Ottawa. S. "Completely Demolished."
14/ 1/71. 145465 MANCOX, Toronto. S. Dismantled,
1/2/71. 175594 FEDERAL PIONEER. Montreal. S. Sold U.S.A.
11/ 2/71. 310132 AUK, (a) D. O.T. 74, Ottawa, M.V. Sold Portugese.
25/ 2/71. 313979 SILLERY, Montreal. M.V. Burned.
(S - Steam Powered; M.V. - Motor Vessel)
Perhaps we should pass along a word of warning. The above list is intended as a check list only, and dates of official registry closure are not necessarily those of sale or of scrapping. In the case of new vessels, we include dimensions to bring the records up to date, but these figures do not correspond with the "registered dimensions" appearing in both Lloyd's and the A.B.S. "Record," and used in our fleet lists.
We have included only ships appearing regularly on the lakes or the Upper St. Lawrence as well as particularly common Government or ocean vessels. We hope to make this listing a regular feature, and our thanks for the information go to George Ayoub.
Canadian Pacific Railway Company
Atlantic Steamship Lines
Crew List Glasgow to Montreal Voyage No 1 1907
Name Rank Wages Per Month Name Rank Wages Per Month
Jas. Gillies Commander T. Conelly Greaser £4.15.0
H. A. Johnsen Chief Officer £14.0.0 Wm. Gallacher Greaser 4.15.0
Wm. Dunn 2nd Officer 11.0.0 M. Markey Greaser 4.15.0
H. Annall 3rd Officer 9.0.0 P. Moore Greaser 4.15.0
F. Walker Carpenter 6.0.0 P. Devlin Fireman 4.10.0
W. J. Wilson Bosun 5.0.0 Andrew Devlin Fireman 4.10.0
D. McKenzie A. B. 4. 5.0 Wm. Gallacher Fireman 4.10.0
Jas. Moffatt A. B. 4.5.0 Robt. Devlin Fireman 4.10.0
Jas. McKinnon A. B. 4.5.0 Alex. Bell Fireman 4.10.0
A. Laira A. B. 4.5.0 C. E. Thomas Fireman 4.10.0
A. Robertson A. B. 4.5.0 Jas. Sunter Fireman 4.10.0
A. McLeod A. B. 4.5.0 A. Campbell Fireman 4.10.0
J. Riddell A. B. 4.5.0 J. McIntyre Fireman 4.10.0
M. Morrison A. B. 4.5.0 H. Welsh Fireman 4.10.0
J. M. Fleming Chief Engineer 20.0.0 P. McGuckin Fireman 4.10.0
E. A. Younge 2nd Engineer 14.0.0 J. Owens Fireman 4.10.0
L. Harwood 3rd Engineer 11.0.0 J. Fowles Chief Steward 9. 0.0
J. F. Poynot 4th Engineer 10.0.0 A. Lohmann Ass't. Steward 3. 0.0
Jas. MacKay Donkeyman 5.5.0 H. B. Laycoe Officers' Steward 3. 0.0
Geo. Haskis Storekeeper 4. 15.0 W. A. Frith Engs.' Steward 3. 0 .0
S. Lindsay Greaser 4.15.0 Geo. Williams Cook & Baker 7. 0.0
J. Cameron Greaser 4.15.0 Wm. Ward Ass't. Cook 4.10.0
Turret Steamers On Our Inland Seas
In 1891 a new type of ocean-going cargo carrier of radical design was patented by William Doxford & Sons Ltd. of Sunderland, England. It was known as the "turret" design and the prime reason for this type of vessel was to effect a saving in canal and harbour dues. This result was achieved by reducing both the net tonnage and the area of exposed upper deck to a minimum and, in addition, the cargo area was increased.
JOLLY INEZ, formerly TURRET CHIEF, passes up Little Rapids Cut at Sault Ste. Marie in 1923. Young photo. Bascom collection.From the turn of the bilge to a few feet above the load line, a turret steamer did not differ from the conventional hull form of cargo vessels but, above this point, the side shell plating curved inward to create a narrow deck space called the "harbour deck", which was, of course, just a part of the shell plating. From the inner side of the harbour deck, the plating curved to rise perpendicularly to meet the narrow flush upper deck on which were erected the bridge structure and the usual deck fittings including winches, derrick posts, hatches, etc. The crew's quarters were extremely cramped as a result of the narrow deck and scarcely provided room for turning around. As one who sailed in these ships during their lake service has put it so aptly, "if you walked into a cabin, you had to back out."
The Doxford design did not meet with the approval of Lloyds' Classification Committee when the plans were first submitted. In order to demonstrate the seaworthiness and cargo carrying advantages of the new type, Doxfords, in association with the prominent ship owner Capt. William Peterson, built the first turret vessel, sharing the costs and risks involved equally. This steamer was appropriately named TURRET. The new ship's behaviour in heavy seas and her manoeuvrability on her first voyage won the approval of Lloyds' Committee. The turret design proved profitable and gained much favour with owners trading to the Far East through the Suez Canal where tolls were levied on the basis of deck area.
After doing battle with Lake Superior, TURRET CROWN waits for passage down the Sault Canal. Young photo. Bascom collection.During the 1890's and early 1900's, more than 150 Turrets were built by Doxford and some of them were quite large. However, the popularity of the class began to wane after the turn of the century as large vessels were required and the advantage of lower canal and harbour dues was lost due to a change in the way these fees were calculated. The Turrets were rather difficult to unload as the narrow deck limited the width of hatches. Like their cousins, the Whalebacks, the turret ships had their day and lost their popularity when progress and the need for larger ships rendered them obsolete
Some of the smaller Turrets found their way into Great Lakes trade during the first years of the century. When William Peterson Ltd. secured a contract in 1900 to haul coal from Sydney, Nova Scotia, to Montreal for Dominion Iron & Steel Co. Ltd., they allocated at least seven of the type, namely, SCOTTISH HERO, TURRET BAY, TURRET BELL, TURRET CAPE, TURRET CHIEF, TURRET CROWN and TURRET COURT, to the trade. The canal-sized units of the group may have ventured into the lakes during this period. TURRET BAY was lost in the Sydney-Montreal service when she stranded near St. Paul's Island in the Gulf of St. Lawrence on May 20, 1904 and foundered with the loss of thirteen lives. She was slightly larger than canal size, being 297 feet in length.
The remaining six Turrets were sold in 1907 to the Canadian Lake and Ocean Navigation Co. Ltd., Toronto, for the lake trade. This concern was managed by R. O. & A. B. MacKay of Hamilton. The principals of Canadian Lake & Ocean were closely allied with the MacKenzie & Mann interests, the Canadian Northern Railroad group. The company became known in 1910 as the Canadian Lake Line and in 1911 became the Canadian Interlake Line, managed by Capt. J. W. Norcross & Associates. In 1913 the line was absorbed into Canada Steamship Lines Ltd., Montreal. In our listing, we have referred to these various groups as Canadian Lake and Ocean for the entire 1907 to 1913 period.
CAPE, CHIEF, CROWN and COURT, being canal size, had no difficulty in transiting the St. Lawrence and Welland canals. However, SCOTTISH HERO and TURRET BELL were larger (297 feet). The HERO was cut at Levis for the canal passage and was rejoined on the Upper Lakes. It was intended to treat the BELL in a like manner, but this did not take place as she stranded in the St. Lawrence and was declared a constructive total loss. Nevertheless, the versatile Capt. Tom Reid of Sarnia and Port Huron eventually salvaged her and sent her back to salt water service as KWASIND.
During World War I, the Turrets left the lakes, being requisitioned for salt water service, The four canallers did return in the 1920's, but they were really only a shadow of their former selves. Their boilers and engines were nearing the end of serviceability (two ships actually had their machinery condemned) and the shell and deck plating was in poor shape. TURRET CAPE lasted the longest, due entirely to the need for tonnage in the second war, she received an extensive rebuild and was dieselized. She finally ended her days at Port Dalhousie in 1959.
Despite their varying sizes, the Turrets that appeared on the lakes were of two basic varieties. SCOTTISH HERO, TURRET BELL, CHIEF and COURT had their machinery and bridges amidships. CROWN and CAPE had the bridge structure amidships but the machinery was aft. This latter pair was also distinguished by their turtle-backed forecastles.
SCOTTISH HERO, 105718. 1895 Wm. Doxford & Sons Ltd., Sunderland. 297.0 x 40.0 x 21.7. Gross 2202, Net 1375. Cut in two sections at Levis 1907 and brought to lakes. Requisitioned for war service on salt water 1916. Cut in two at Ashtabula and taken down canals 1917. Torpedoed and sunk 1917. Owners; l) Scottish Hero Steamship Co. Ltd. (Wm. Peterson Ltd.), Newcastle (1895-1907). 2) Canadian Lake & Ocean Nav. Co. Ltd. (1907-13). 3) Canada Steamship Lines Ltd. (1913-17). 4) Hero Steamship Co., Halifax (1917).
TURRET BELL (12), (b) KWASIND. 104263. 1894 Wm. Doxford & Sons Ltd., Sunderland. 297.0 x 40.0 x 21.7. Gross 2211, Net 1376. Wrecked on St. Lawrence 1907 and abandoned. Later salvaged. Taken back to salt water 1912. Mined on March 11, 1917 near Southend, England. Owners: l) Turret Steam Shipping Co. (Wm. Peterson Ltd. - Peterson, Tate & Co.) (1894-1907). 2) Canadian Lake & Ocean Nav. Co. Ltd. (1907). 3) Reid Wrecking Co., Sarnia (1907-12). 4) Arctic Steamship Co. Ltd., Quebec (1912-17).
TURRET CAPE (41) (b) SUN CHIEF (49), (c) WALTER INKSTER. 104283. 1895 Wm. Doxford & Sons Ltd., Sunderland, Hull 234 253.0 x 44.0 x 19.4. Gross 1827 Net 1142. Brought to lakes 1907. Requisitioned for war service on salt water 1915. Operated during 1920's in lake and river trade. Engines condemned 1930. Lay idle until converted 1937 to a barge for flour storage. Rebuilt 1941 at Montreal as a diesel stemwinder for bauxite trade between British Guiana and Port Alfred, P. Q. Gross 2079, Net 1158. Converted 1943 to a suction dredge for the Demerara River but soon reverted to Demerara-Trinidad bulk trade. Returned to lakes 1949. After several years of inactivity at Lakehead, sold 1956 for scrap and moved to Port Dalhousie under own power. Scrapped at Port Dalhousie 1959. Owners: l) Wm. Peterson Ltd. (1895-1907). 2) Canadian Lake & Ocean Nav. Co. Ltd. (1907-13). 3) Canada Steamship Lines Ltd. (1913-16). 4) Turret Steamship Co. Ltd. (Dominion Iron & Steel Co. Ltd.) Halifax, (1916-17). 5) Cape Steamship Co. Ltd (Dominion Iron & Steel), Halifax (1917-25). 6) International Waterways Nav. Co. Ltd. (R. W. Campbell & J.E. Russell), Montreal (1925-37). 7) Fort William-Montreal Nav. Co. Ltd. (Robin Hood Flour Mills Ltd.). (1937-41). 8) Saguenay Terminals Ltd., Montreal (1941-49). 10) Colonial Steamships Ltd. (1951-56). 11) A. Newman & Co., St. Catharines (1956-59).
TURRET CHIEF (15), (b) VICKERSTOWN, (c) JOLLY INEZ (27), (d) SALVOR. Br. 106605, U.S. 170538. 1896 Wm. Doxford & Sons Ltd., Sunderland. 253.0 x 44.0 x 19.7. Gross 1850, Net 1150. Brought to lakes 1907. Stranded 6 miles east of Copper Harbor, Keewenaw Peninsula, Lake Superior, November 8, 1913. Abandoned to insurers. Salvaged 1914, and rebuilt at Port Arthur. Requisitioned for war service 1914 and served as a munitions carrier between Britain and Archangel. Returned to lakes 1922. Stranded under peculiar circumstances on Saddlebag Island, False DeTour Channel, Lake Huron, November 16, 1927. Abandoned. Salvaged by T. L. Durocher and converted to a lightering barge. Gross 1731, Net 1688. Broke tow and foundered in Lake Michigan off Muskegon, September 26, 1930. 11 lives lost. Owners; l) Wm. Peterson Ltd. (1896-1907). 2) Canadian Lake & Ocean Nav. Co. Ltd. (1907-13). 3) Canada Steamship Lines Ltd. (1913). 4) Entente Steamship Co. (Leopold Walford Ltd.), London (1914-22). 5) International Waterways Nav. Co. Ltd. (1922-27). 6) T.L. Durocher Co., DeTour, Michigan (1927-30).
TURRET COURT, 106608. 1896 Wm. Doxford & Sons Ltd., Sunderland. 253.0 x 44.0 x 19.7. Gross 1879, Net 1197. Brought to lakes 1907. Requisitioned for war service on salt water 1915. Operated in 1920's in lake and river trade. Machinery condemned 1930 and converted to a salvage barge. Latterly inactive at Sorel for a long period. Scrapped at Hamilton 1940. Owners: l) Wm. Peterson Ltd. (1896-1907). 2) Canadian Lake & Ocean Nav. Co. Ltd. (1907-13). 3) Canada Steamship Lines Ltd. (1913-16). 4) Turret Steamship Co. Ltd. (Dominion Iron & Steel Co. Ltd.), Halifax, (1916-25). 5) International Waterways Nav. Co. Ltd. (1925-30). 6) Sincennes - MacNaughton Lines Ltd.. Montreal (1930-40). 7) Steel Company of Canada Ltd. (1940).
TURRET CROWN, 104279. 1895 Wm. Doxford & Sons Ltd., Sunderland. 253.0 x 44.0 x 19.4. Gross 1827, Net 1142. Brought to lakes 1907. Requisitioned for war service on salt water 1915. Operated late in war on Pacific although owned in Toronto. Returned to lakes 1922. Grounded on Cove Island, October 9, 1922. Salvaged. Stranded on Meldrum Point, Manitoulin Island, November 2, 1924. Abandoned as total loss. Hull removed for scrap during World War II. Owners! l) Wm. Peterson Ltd. (1895-1907). 2) Canadian Lake & Ocean Nav. Co. Ltd. (19(37-13). 3) Canada Steamship Lines Ltd. (1913-15). 4) Turret Crown Ltd. (H. W. Harding), (1915-16). 5) Coastwise Steamship & Barge Co., Vancouver, (1916-18). 6) Commonwealth Steamship Co. Ltd., Toronto (1918-21). 7) W. J. & S. P. Herivel. London (1921-22). 8) A. B. MacKay, Hamilton (1922-24). 9) Capt. William C. Jordan, Goderich (1924).