The following text may have been generated by Optical Character Recognition, with varying degrees of accuracy. Reader beware!

JAN + FEB, 1986 Page 3 LAKE WINNIPEG GOES FOR SCRAP by SKIP GILLHAM On May 2, 1985, the tug Irving Cedar put a line aboard the Lake Winnipeg at Mon- treal and began the long trip to Portugal. This was not just another overseas tow of an aged and obsolete laker, but the final voyage of the first Seaway-sized bulker to go for scrap. With only twenty-two years of lake service behind her, Lake Winnipeg was finished. Compare this with the close to sixty years of duty for the standard bulk carrier constructed in the first quarter of this century, and we observe very readily that the life of a modern laker is in decline. Almost seventy maximum-sized lakers of 730 feet overall length have been constructed since the Seaway opened in 1959. Economics contributed to the Lake Winnipeg's premature demise. This ship's biggest liability was her steam powered turbine engine. Diesel engines are cheaper to operate today and require six less crew than the thirty who manned Lake Winnipeg. This saves approximately $250,000 per year in labor costs. In addition a modern diesel freighter would have a seasonal fuel bill that would be lower by another $300,000 than that of Lake Winni- peg. Rates for the transportation of ore and grain are down. There is less demand for steel. Although the auto industry has rebounded, the vehicles being produced are smaller and have more plastic components. Lake Winnipeg was due for her five year survey in 1985, but looking ahead there did not appear to be sufficient increase in available cargoes to warrant a return to service. And it even costs money to keep a ship of this nature idle. When transportation rates are good, the higher labor and fuel costs for a -steamer can be absorbed. But in the current situation, only the most efficient carriers will operate.