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Ship of the M onth - cont'd. 10. barge, as it was apparent that her crew had been taken aboard the tug ETHEL, and also because he had only a small cargo of grain in the holds of the ELMBAY, and at the same time a heavy deckload of steel plate, barrelled oil and motor cars, which rendered the ELMBAY top-heavy and not in trim to roll in a seaway without risk of losing part of the deck c a r g o . " It is u n l i k e l y that BRUCE HU D S O N saw any more service during the 1935 season, for we imagine that by the time she was cleaned up after her escapade, it wo uld have been too late in the year for her to complete any further trips in safety. In fact, more attention was paid to safety in sub sequent seasons. "Fins" were fitted to the stern at either side of the rudder to help the HUD S O N steer better. Also, on several occasions, the H U D S O N and her tug (whether it was M U S C A L L O N G E or, later, RIVAL) were seen taking shelter in Toronto Bay if conditions were such as to render unsafe the presen ce of the u n w i e l d y barge on the open lake. The photo of BRUCE HU D S O N and RIVAL, taken on August 26, 1936, at Toronto, w hich a p p eared in our Ja nu a r y issue, was taken on just such an occasion and the event even re cei ved local press coverage, with comment on the barge's obvious lack of freeboard, even in calm waters. Not only did BRUCE H U D S O N not have steam pumping gear aboard in her barge years, she o r i g i n a l l y had no power at all! As built, she did not even have electric light. Her running lights were oil lamps, and there were two coalfired stoves in her cabin, one a Quebec heater and the other a galley stove. Du rin g 1935, however, between the two Lake Ontario incidents, a Delco g a s o l i n e - p o w e r e d e l ectrical generator was placed on the HUDSON. To min im iz e damage from b o a rding seas, it was set atop the deckhouse aft and was "protected" by boards placed around it. The g e nerator is quite visible in the 1936 Toronto photograph, as well as in photos taken from BRULIN du rin g the rescue efforts. The generator was not the most reliable, however, and oil lamps often had to be used. Even wit h the coming of the generator, however, all steering on the HU D S O N was done " a r m s t r o n g - s t y l e " , hence the very large steering wheel which pa sse d down throug h a slot in the p ilothouse deck gratings. (When a sea chance d to pound the door in the side of the pilothouse, the big skeletonkey slot below the doorknob would pass a shot of water betw e e n the w he e l s m a n and the w h e e l ! ) There was no winch power either, and the crew had to work by hand the towing and mooring lines, as well as the anchor chains. Four pumps on the wi ndlass bars would raise the anchor chain just one link! The 1936 season was just as eventful for BRUCE HU D S O N as 1935 had been. In the early spring, the barge, in tow of MUSCALLONGE, cleared Port Colbor ne piers in a strong southwest head wind, and the barge soon began to pound. Ca pt ai n M c K el la r used his red (explosive cargo) light to signal the tug to check down. Even when the tug checked, the situation did not improve and the barge's wa rn i n g light stayed on. Finally, when there came a lull in the blow, M U S C A L L O N G E came about and took the barge back to the safety of Port Colborne. The HU DSON'S w h e e l h o u s e and acc o m m o d a t i o n s were flooded and in a shambles, and the crew had not even been able to keep the lids on the ga lle y stove or the Quebec heater. While wait i n g for the weat h e r to improve, the cabin was cleaned up and broken windows reglazed. Du rin g July, 1936, BRUCE H U D S O N was stopped in the St. Lawrence Canals. She was "plastered" with a writ of seizure, a p p a r e n t l y related to the BRULIN salvage action. The barge was moved out of the lock in w hich she had been w hen the seizure took place, and for the next two or three weeks, the crew fished and swam until the matter was resolved. In the August, 1936, photo, it can be seen that BRUCE HU D S O N was then being towed by the Sin-Mac tug RIVAL, and we should ex plain how she came to handle the barge. Back when he was setting up the Lloyd Tankers fleet, John E. Russel l also was m a n a g i n g director and a vi c e - p r e s i d e n t of Sin-Mac Lines