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

THE LOG (Continued) *k 6The sale the NORMAC is being dismantled as clearing operations are concluded. of Boco's self-unloader SAGINAW BAY to Westdale Shipping apparently never material- ized over the Winter months. The similar transfer of CSL's HOCHELAGA to Westdale appears in question, with her tow from Montreal to Kingston in recent reportings. Westdale's NORDALE has been stripped out at Toronto, suggesting her sale for scrap- g ping. Late report has Halco's FRANKCLIFFE HALL under charter to Westdale, while the fate of ERINDALE remains in question. ** The veteran sandsucker C. W. CADWELL, diesel repowered at Toronto in recent years with an engine from the Toronto ferry SAM MCBRIDE, has been converted to a derrick barge by McKeil, Ltd., at Hamilton. *k Two Canadian shipping firms have undertaken legal action against the Cast group of companies, claiming the Swiss-based consortium reneged on a 1981 agreement calling for the transport of U.S. export coal from Lake Erie ports eastbound down the Seaway. Dale Transports, Ltd., of Toronto, parent of Westdalé Shipping, has filed for $350,000 in damages and $74,670 in demurrage. Johnstone Shipping of Toronto, seeking $1.8 mil- lion in damages, contends it purchased the self-unloader CONALLISON to meet require- ments of a three-year contract to haul coal that was cancelled by Cast after only a single voyage, Cast stating the vessel was unsatisfactory for the service. Johnstone holds that the coal was not of a free-flowing type suitable to self-unloading equip- ment aboard CONALLISON. As the 1982 season begins, all three units of Johnstone's fleet (CONALLISON, CONDARRELL, and CONGAR) remain in ordinary at Toronto. ** The proposed use of several idle Cleveland-Cliffs' steamers in container and bulk cargo service from the Lakes down the St. Lawrence Seaway appears to be a dead issue. Should Seaway Lines, Inc.'s earlier unsuccessful efforts to get Federal subsidy help succeed, those efforts might result in a tug-barge operation, surely omitting the use of Cliffs' idle self-propelled steamers. ** With the Michigan Transporta-— tion Commission's termination of subsidy of rail service between Mackinaw City and Petoskey, the schedule of the Strait's railferry steamer CHIEF WAWATAM was curtailed from the two roundtrip-per-day schedule to a once-per-week routine. It now appears that the future of this venerable fixture is doomed, with her move to the Soo in late April, for five-year inspection where no drydock capable of handling a normal recertification is possible. ** Boco's RICHARD J. REISS, enroute to the Boyne City power plant with a cargo of coal, was ice damaged in the Straits April 8th and forced to take refuge at Rogers City for survey. She was unloaded at Detroit and drydocked at Lorain for repairs to a 28-inch crack. She had returned to service by month's end. ** Upper Lakes Shipping's new CANADIAN PIONEER grounded just above Amherstburg on April 14th with steering failure. Lightered into Soo River's steamer E. J. NEWBERRY, she was pulled off two days later, her ruptured hull made safe with cement patching pending permanent repairs at Port Weller later this Spring. OQ KKK KK KK HISTORIAN OF THE YEAR At the annual dinner meeting on April 24, 1982 at Dossin Museum, the Society's “Historian of the Year" award was presented to Mr. David T. Glick of Dearborn. An Ohio native, he is presently a member of the Advisory Board of the Marine Historical Society of Detroit and one of its past presidents. He has been a member of the Society since 1954 and his interest in the ships goes back to his boyhood in the 1930's when his mother first took him for a ride to the Lake Erie Islands on board the sidewheel steamer CHIPPEWA. Since 1954, he has been associated with the Edison Institute of Greenfield Village and is presently the vice president for Education. EDITORS NOTE: In the last two issues we presented the history of the "Poker Fleet." The Lakers were not converted to package freighters in 1925 as stated. They had been built as such. What was done at the time of "conversion" was that gangways were opened on their sides to allow loading and unloading from these ports instead of or in addition to loading over and through their main decks. The STARBUCK @ always remained a ‘tween decks freighter-she was not converted to a bulk freighter as stated. Pedevc =65