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were known as the ordinary type, in which the frames were transverse. Included in these nine Three more, with the same dimensions, were built the next year, and two more in 1923. rae more vessels, with an overall length of 604 feet were built during the years 1927 through 1930. ft ee four ships—the JOHN HULST, HH. WATSON, GOVERNOR MILLER, ond WLAN A. IRVIN, were built. These pup with an overall length of 611 feet and a 0-foot beam, were the ig ore carriers on the Great Lakes to steam turbines for main propulsion, wohieH afe‘of the dou reduction geared compound type. These fol ships were the first of the fleet jueorpetating a continuous passage below , fror end of the ship to the other. These tunnels preclude the necessity of the men aboard ships having to 04 forward and aft on the spar deck in bad we The ser oe saw the addition to the fleet of five large ships which became known in marine circles as “the super-dupers’”. When. built, these ships had a greater carrying capacity than any other lake freighter and their con- struction embodied extensive use of welding, rather than riveting. hese five vessels, the BENJAMIN F. FAIRLESS, IRVING S. OLDS, eri VOORHEES, LEON FRASER, and FERBERT, are 639 feet, six inches in lenath overall, 28 feet longer than 43, three ships, SEWELL AVERY, GEORGE A. SLOAN, and ROBERT C. STANLEY, were built by the Maritime Admin- istration and, subsequently, sold to the com- pany. Un ese Ships are 620 feet overall, with and 35-foot depth. fl In 1946, the first commercial radar set was installed aboard a Pittsburgh vessel, and installation of this ultra-modern safety device continued steadily until, at the opening of the 1950 shipping season, every vessel of the line ta fal The PHILIP R. CLARKE, ARTHUR M. ERSON, and CASON J. CALLAWAY, at round trip on the a half days. These esti have oil-fired boilers, and are powered ared turbines with 7,000 normal shaft Flore ower. These vessels have two radar sets and - other of the most modern navigational ai Looking for methods 3a techniques to improve fleet Ca in 1951 the He re-powered the EUGENE RGN’ coal to diesel. In _ and 1965 ‘cspetively 01 diesel. Later, taking advantage of allowable length to depth ratios of the four vessels built in 1952, the steamers PHILIP R. CLARKE, CASON J ANDERSON and JOHN C. MUNSON were lengthened and strengthened to provide more be capacity. Sections 120 feet long were iced in the CLARKE, CALLAWAY and ANDERSON in 1974 and 1975 making them 767 feet long. A 102-foot section was place in the MUNSON in 1976 bringing its length to 768 feet. During 1981 and 1982 the CLARKE, \Y and ANDERSON were outfitted the 1982 sailing season. The new 250-foot n 1972, the Great aed Mee ushered into newest develop- 0-foor ae riginal hips int with magnetic compasses, which were aie to deviation and veto due to magnetic attraction. The improved gyro compass, wt always points to ina north, first was ‘istalled ‘on a Pittsburgh fleet vessel in 1922, and, by 1933, 7 ships were equipped with a gyro mpas: “SSimilary, other navigational aids and safety features were incorporated. For example, the fist radio dltetion finder was inaalled on ships of the fleet in 1926, and within a year stalled on a Pittsburgh vessel in 1937, and by 1942, every ship of the line was so equipped. ment, the first of the ner” ships on the Lakes, the Motor Vessel ROGER BLOUGH. At 105 feet wide and 858 feet long, the new vessel contained the latest nveton nal Suomen and sone mec hal by twi connected to cali a propeller, the self fate has the capability of con million tons of iron ore Palle, annually. he Motor Vessel BLOUGH opened the way for the 1,000-foot super ships to follow in Great Lakes trade. The advent of these 105-foot wide super ships came as a result of the opening in 1969 of the longer, wider Poe Lock at Sault Ste. Mi