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JUL/AUG, 1973 Page 96 built just before the depression ended shipbuilding on the lakes for ten years. This class had a keel length of 580 feet, with 29 having an overall length of 600 feet. 27 others had the same keel length but their overall length was greater than 600 feet. However, they may also be considered within the realm of the standard design. Some also had a beam of 58 feet, but the gen- eral class width was 60 feet. When the miasma of economic stag- nation had melted away before the bright yet ominous sun of approach- ing war, the new lakers being built were longer and bigger. However, the day of glory had not disappeared for the standards, for they were called upon to deliver the great quantity of iron ore and its fluxes to make the steel that comprised the engines of war the country desparately need- ed. In modern times, these ships are still useful in carrying the varied cargoes of the inland seas, and are likely to be in service for yet some time. The first ship with a keel length of *o80efeet was the W.. Prerpont Morgan, built for the Pittsburgh Steamship Company in 1906, with an overall length of 601 feet. However, the first ship built as a standard 600- footer was the Henry &G. Daiton, built for the Interlake Steamship Company in 1917. The Morgan is now the Heron Bay and the Daiton has been sold for scrap. The last ship built as a standard 600-footer was Robert Hobson, built for Interlake Steamship Company in 1927; whereas the last ship: towbe busle wath a keel length of 580 feet was the Thomas W. Lamont, with a total overall length of 604 feet, built in 1930 for Pittsburgh. Both of these ships were still serving their orig- inal owners in 1972. Only six of this class of 56 ves- sels have been scrapped or otherwise removed from their original service. This has also been a class remark- ably free of sinkings, with only two ships having been lost to storm or collision, both subsequently salvag- ed. One; George M.. Humphrey, was lost ina collision with D.M. Clemson off Old Point Mackinac Light, .on June 15, 1943. She was abandoned to the underwriters and was considered a total loss, but Capt. John Roen, a noted salvage expert, raised her from the bottom. She is now in serv- ice with American Steamship Company as the self-unloader Consumers Power. Wilitiam C. Moreland, the second ship of the class to be lost, was built for Interstate Steamship Company in 1910. She was wrecked on Sawtooth Reef in Lake Superior on October 29, 1910, and was out of documentation until 1916, when her stern section was salvaged and a new bow section was attached. She became Sir Trevor Dawson of the Canada Steamship Lines at this time. She was subsequently the Parkdale of the Reoch interests, and was up for sale for scrap in 1971. The standard 600-footer has with- stood the ravages of storm and coll- ision well, and, even in this era of fast-developing technology that pro- vides us with ships like the Stewart J..Cort and Roger Blough, the 600 footers remain useful vessels on the inland seas. m 600 x 60 STANDARD L. M. BOWERS 220453, Built by American Shipbuilding Company, Lorain, Ohio, in 1920. Leunched June 18, 1920, hull number 777. Built for Continental Steamship Company (G. A. Tomlinson, manager), with a triple expansion steam engine, 24% x 41 x 65 with a 42 inch stroke. Renamed Charles E. Dunlap in 1935. Sold to Tomlinson Fleet Corporation in 1955. Sold to Vitamin Capsule Corporation, Buffalo, in 1968, and resold to Jacques Periot, Jr., and Sons to Spanish shipbreakers, by Ferrotar Enterprises, Inc. In tandem tow with Ever- See German tug Totesand, and arrived in Bilboa, Spain for scrapping, on September mol G8r PHILIP D. BLOCK 224508, Built by American Shipbuilding Company, Lorain, Ohio, in 1925. Launched January 17, 1925, hull number 789, Built for Pioneer Steamship Company, and sold in 1935 to Inland Steel Company (Hutchinson & Company, managers). Sold to Inland Steel