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Coordinates:48°12′2″N88°29′30″W/ 48.20056°N 88.49167°W/48.20056; -88.49167
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48°12′2″N88°29′30″W/ 48.20056°N 88.49167°W/48.20056; -88.49167

Emperordownboundin theSt. Clair Riveron May 5, 1939
History
Canada
NameEmperor
Operator
Port of registryMidland, Ontario
BuilderCollingwood Shipbuilding Company,Collingwood, Ontario
Yard number28
LaunchedDecember 17, 1910
CompletedApril 1911
Maiden voyageMay 3, 1911
Out of serviceJune 4, 1947
IdentificationCanadianofficial number126654
Nickname(s)The Pride of Canada
FateSank onLake Superior
General characteristics
Class and typeLake freighter
Tonnage
Length
  • 525 feet (160.0 m)LOA
  • 504 feet (153.6 m)LBP
Beam56.1 feet (17.1 m)
Draught27 feet (8.2 m)
Depth31 feet (9.4 m) (moulded)
Installed power
Propulsion1 × fixed pitch propeller
Speed10knots(19 km/h; 12 mph) (nominal)
Capacity10,000long tons(10,160t)
National Register of Historic Places data
Emperor
SS Emperor is located in Michigan
SS Emperor
SS Emperor is located in the United States
SS Emperor
LocationNorth side of Canoe Rocks, on the northeast end ofIsle Royale National Park,Michigan
Coordinates48°12′2″N88°29′30″W/ 48.20056°N 88.49167°W/48.20056; -88.49167
Area91.8 acres (37.2 ha)
Built1910
ArchitectCollingwood Shipbuilding Company
Architectural styleFreighter
MPSShipwrecks of Isle Royale National Park TR
NRHP referenceNo.84001748
Added to NRHPJune 14, 1984

SSEmperorwas a steel-hulled Canadianlake freighterin service between 1911 and 1947. She was built between 1910 and April 1911 by theCollingwood Shipbuilding CompanyinCollingwood, Ontario,for Inland Lines, Ltd., ofMidland, Ontario.She entered service on May 3, 1911.Emperorwas sold toCanada Steamship LinesofMontreal, Quebec.Under the ownership of Canada Steamship Lines, she carried a wide variety of cargoes, but most frequentlyiron oretoPoint Edward, Ontario,where it would be transported toHamilton, Ontario,by train. After the opening of the fourthWelland Canal,Emperorcarried the ore directly to Hamilton. She was involved in several accidents throughout her career.

After discharging a cargo of coal inFort William, Ontario,on June 3, 1947,Emperorheaded toPort Arthur, Ontario,where she loaded 10,264long tons(11,496short tons;10,429t) of iron ore bound forAshtabula, Ohio.She left Port Arthur at 10:55p.m. (EST). The weather was clear, and visibility was good. At midnight, Captain Eldon Walkinshaw handed over watch duties to first mate James A. Morrey.Emperorran hard aground on Canoe Rocks, on the northeast point ofIsle Royaleshortly before 4:15a.m. on June 4. She sank in between 20 and 35 minutes. 12 of her crew were killed, while the 21 survivors were picked up by theUnited States Coast Guard CutterKimball.

Emperor's wreck is the most recent, and second largestshipwreck of Isle Royale,surpassed only by the freighterChester A. Congdon,which also wrecked on Canoe Rocks. The wreck rests in 25 to 175 feet (7.6 to 53.3 m). Her bow lies partially broken up in shallow water, while her stern is intact and in deeper water. The wreck was listed on theNational Register of Historic Placesin 1984, and has become a popular site for recreational divers.

History[edit]

Background[edit]

In 1843, the gunshipUSSMichigan,built inErie, Pennsylvania,became the first iron-hulled vessel built on theGreat Lakes.[1]In the mid-1840s, Canadian companies began importing iron vesselsprefabricatedby shipyards in theUnited Kingdom.The first iron-hulled merchant ship built on the Great Lakes,Merchant,was constructed in 1862.[1]Despite the success ofMerchant,wooden vessels remained preferable to iron ones until the 1880s, due to their lower cost and the abundance of timber.[2][3][4]In the early 1880s, shipyards around the Great Lakes began to construct iron ships on a relatively large scale.[4][5]In 1884, the first steel freighters were built on the Great Lakes.[6][7]By the 1890s, the majority of ships constructed on the lakes were made of steel.[8][9]The late 19th and early 20th centuries saw a rapid increase in the size of lake freighters; the first 400-foot (121.9 m) freighter was built in 1895, the first 500-foot (152.4 m) freighter was constructed five years later.[10]

Throughout the 1880s, theiron oretrade on the Great Lakes grew exponentially, primarily due to the increasing size of thelake freighters,and the rise in the number of trips made by ore boats to theore docksofLake Superior.[11]As the railways were unable to keep up with the rapid production of iron ore, most of it was transported by bulk freighters.[11]

Design and construction[edit]

Emperor(Canadianofficial number126654) was built inCollingwood, Ontario,between 1910 and 1911, by theCollingwood Shipbuilding Company.[12]She was launched into Collingwood harbour on December 17, 1910, as hull number 28; she was christened byJames PlayfairofMidland, Ontario.Emperorwas built for the Playfair managed Inland Lines, Ltd. ofHamilton, Ontario.[12][13][14]Playfair was known to give the ships in his fleet names related to royalty.[12][15]Emperorwas ready to go into commission in April 1911.[13]When she was completed,Emperorbecame the largest Canadian ship built to that date, earning her the nickname "The Pride of Canada".[12][15][16]She was built exclusively for theiron oretrade.[17][a]

Emperorunder construction in December 1910

Built with an arch-and-webframesystem designed to create an unobstructed cargo hold,Emperorhad 30 cargo hatches. The hatches were 9 feet (2.7 m) by 36 feet (11.0 m) wide, and were placed 12 feet (3.7 m) apart.[15][19][20]Emperor's cargo hold was divided into five separate compartments, each with six hatches and a capacity of 2,000long tons(2,032t); she had a total cargo capacity of 10,000 long tons (10,160 t). There was an ore chute at each hatch.[12][21][22]She was equipped with seven side-ballastandbilgetanks (each with a capacity of 5,021 long tons (5,102 t)), which were connected with seven steel pipes.[15]The side and bottom tanks were not separated. This tank system enabledEmperorto quickly take on and discharge water.[15][23]Emperorhad 11bulkheads.Her pilothouse, the captain's and mate's quarters were at thebow,while the crew's quarters were located at thestern.Emperor's engine room was 67 feet (20.4 m) in length.[15][23]

The hull ofEmperorhad anoverall lengthof 525 feet (160.0 m), and alength between perpendicularsof 504 feet (153.6 m).[12][19][24][25]Her beam was 56.1 feet (17.1 m) (some sources state 56 feet (17.1 m)) wide.[15][26][25][27]Themoulded depth(roughly speaking, the vertical height ofEmperor's hull) was 31 feet (9.4 m). Her maximumdraughtwas 27 feet (8.2 m).[15][20]Emperorhad agross register tonnageof 7,031 and anet register tonnageof 5,408.[12][15][25]

Emperorwas powered by a 2,200hp(1,600kW) 82rpmtriple-expansion steam engine;the cylinders of the engine were 23 inches (58.4 cm), 38.5 inches (97.8 cm) and 63 inches (160.0 cm) in diameter, and had astrokeof 42 inches (106.7 cm).[12][19][27]Steam for the engine was provided by two coal-fired, single-ended 180-pound-per-square-inch(1,200kPa) 15.6-by-12-foot (4.8 by 3.7 m)Scotch marine boilers.[12][15][25][27]The engine and boilers were both built by the Collingwood Shipbuilding Company.Emperorhad a registered nominal speed of 10knots(19 km/h; 12 mph).[12][15][b]

Service history[edit]

Emperorearly in her career

Emperorwas accepted by Inland Lines, Ltd. after she ran hersea trialsinGeorgian Bayoff Collingwood.[12]She commenced her maiden voyage on May 3, 1911, sailingupbound,without cargo.[12][19]While upbound onLake Huronon May 17,Emperorbroke her propeller shaft inThunder Bay.[12][15]She was towed toDeTour, Michigan,by the package freighterSuperior,after which she was towed toPort Arthur, Ontario,for repairs.[12][15][28][29]On June 16, 1911, the Richelieu & Ontario Navigation Company, Ltd. ofMontreal, Quebec,acquired a controlling interest in Inland Lines, Ltd.[12]

On October 18, 1911,Emperorwas bound fromFort William, Ontario,for Midland with 310,000bushelsof wheat.[30][31][32]While anchoring below theCanadian lockat theSoo Locks,Emperoroverrode her anchor, tore a hole in her bow and sank into 20 feet (6.1 m) of water 400 feet (121.9 m) below the lower entry. Her stern went against the north pier, while her bow swung 100 feet (30.5 m) into the channel, blocking it.[30][32][31][33]She was raised on May 19, and after temporary repairs were made, she taken to Midland.[13][30][31]Emperor's captain, George Pearson said:

I was not on the bast at the time of the accident, the steamer being temporarily in charge of the first mate. It is usual for a steamer leaving the lock to give a sharp blast, indicating to the canal crew that all is in readiness for the flood. In this case the flood was forced. As soon as the gates were opened the force of the water parted the lines of the steamer, causing her to leave the canal at high speed. The mate ordered an anchor dropped. The water at this point was not sufficiently deep to override the anchor, with the result that it was hit by the steamer and tore a hole in her bottom.[31][34]

A court inquiry conducted in Collingwood by Dominion Wreck Commissioner L. A. Demmers determined that the canal employees were to blame for the sinking, as they flooded the lock without checking ifEmperorwas ready.[13][34][35]The court further stated that it believed it was "customary for the master of a vessel to sound one blast of the whistle as a signal to the canal authorities to begin flooding", also adding that it "thinks it is extremely necessary that masters of all vessels should have copies of the regulations governing the operation of locks and canals".[13][34][35]Emperor's officers were acquitted of any wrongdoing, with the blame being placed on a watchman who "happened to be a deck hand, and therefore irresponsible".[13][35]

Emperorc.1915 in theSt. Marys River

In 1913, the Richelieu & Ontario Navigation Company, Ltd. was merged into the newly-formed, Montreal-based Canada Transportation Company, Ltd., the name of which was almost immediately changed toCanada Steamship Lines.[12][19][26]While under the ownership of Canada Steamship Lines,Emperorcarried a wide variety of cargoes, but mainly carried iron ore toPoint Edward, Ontario,which was then taken to thesteel millsofHamilton, Ontario,by train.[12]

While bound for aLake Superiorport,Emperorran aground onPointe aux Pinson the north shore ofLake Erie,on the morning of May 29, 1914.[36]She was pulled off the next day by the tugsHackettandJames Reid.[36]On October 29, 1926,Emperorran aground nearMackinaw City, Michigan,on Major Shoal. She was freed at 16:00p.m., after jettisoning 886 long tons (992 short tons; 900 t) of iron ore.[13]Sometime before 1932,Emperorreportedly ran aground on an unknown object nearMichipicoten Island,while on her way to Fort William.[37]

Emperorafter losing her rudder

While bound for thelakeheadwith 8,858 long tons (9,921 short tons; 9,000 t) of coal on the night of November 24, 1936,Emperorencountered a heavy storm. While she was betweenPassage IslandandLamb Island,she lost her rudder.[12][38][39]Emperorspent November 25 drifting in the storm.[12][40]The tugJames Whalenwas sent to aidEmperor.However, before she arrived, thecanallerRenvoylearrived on the scene and towedEmperorto Fort William.[12][40]One ofEmperor's deckhands was swept overboard in the storm, and drowned.[12][38][39][40]

On May 4, 1937,Emperorwas bound fromPort Weller, Ontario,for Hamilton with a cargo of iron ore she loaded inAshland, Wisconsin.[12]Conditions onLake Ontariowere foggy, which causedEmperorto miss theportturn, which would then have put her on a course to the piers of theBurlington Canalat the entrance to Hamilton harbour.[12]However, she carried on, eventually running aground nearBronte, Ontario,at 11:00p.m.[12][13]The tugRivaland bargeLondonderryarrived fromKingston, Ontario,to free her. After a portion ofEmperor's cargo was removed, she was refloated on May 6, having sustained hardly any damage.[12]

In the spring of 1940,Emperor's first mate James A. Morrey fell overboard from one of thebridge wings.He sustained no serious injuries.[12]

Final voyage[edit]

After unloading a cargo of coal in Fort William on June 3, 1947,Emperorheaded to theCanadian National Railwayore dockin Port Arthur, where she loaded 10,264 long tons (11,496 short tons; 10,429 t) of iron ore from theSteep Rock Mine.The loading of the ore took six to seven hours.[12][13][14]She left Port Arthur forAshtabula, Ohio,at 10:55p.m. (EST), under the command of Captain Eldon Walkinshaw. She had a draught of 21.3 feet (6.5 m) at the bow, and 21.9 feet (6.7 m) at the stern.[14][41][42]Two ofEmperor's 35–man crew were left behind at Fort William.[43]The weather was clement; there was little wind, and visibility was good.[13][44]At midnight, Walkinshaw handed over watch duties to first mate James A. Morrey, who had supervised the loading of the iron ore.[12][45][42]Shortly before 4:15a.m.,Emperorcrashed into Canoe Rocks, on the northeast point ofIsle Royale,and broke in two.[12][14][41][42]

Emperor's pilothouse underwater

About 10 minutes afterEmperorstruck Canoe Rocks, Walkinshaw gave the order to abandon ship. By that time, she had developed a seriouslist.[46]The starboard lifeboat was successfully launched, but was leaking due to the absence of a bilge plug.[47]The port boat capsized when it was sucked under byEmperoras she sank.[48]The night steward claimed thatEmperor's boilers exploded during the sinking.[46]She sank in between 20 and 35 minutes.[42]TheUnited States Coast Guard CutterKimball,which was maintaining navigation lights in the vicinity of Blake Point, intercepted anSOSsignal fromEmperor,arriving on the scene in 35 minutes.[14][47][49]AfterKimballtransported the 21 survivors and the body of cook Evelyn Schultz to Fort William, she travelled back to the wreck to search for survivors and bodies.[50]Canada Steamship Lines also chartered the excursion boatCoastal Queento assist in the search. However, bad weather prevented diver E. J. Fowler, who was on boardCoastal Queenfrom reaching the wreck.[12][51]

Investigation[edit]

The investigation intoEmperor's sinking proved to be difficult, as Walkinshaw, Morrey, and helmsman J. Prokup all died.[16][43][49][52]An investigation carried out by theDepartment of Transportblamed Morrey, who they claimed "did not keep proper watch", for the sinking ofEmperor.[52][53]They determined that Morrey, who was meant to be on watch duty until 6:00a.m., was likely sleep deprived at the time of the grounding, and had not made the usual navigational checksEmperorwould have required to pass safely between Isle Royale andPassage Island.[45][53]The courts criticised the prevailing system "which required the First Mate to be in charge of the loading of the ship during the period when he should have been off duty, resulted in his becoming overly tired, suffering as he was from a lack of sleep".[52][53]Furthermore, Prokup, who was unacquainted with that part ofLake Superior,failed to detect the error inEmperor's course.[54]Also criticised were the usage of wooden lifeboats and the lack of lifeboat drills performed on boardEmperorin 1947.[16][55]TheBoard of Investigationfully exonerated Captain Walkinshaw, stating that "under all the circumstances he did everything possible most promptly and efficiently". They also praised the captain and crew ofKimballfor their rescue of the survivors.[56]

Aftermath[edit]

Emperorwas the final and second-largest shipwreck tooccur at Isle Royale.She was also the largest shipwreck to have occurred on Lake Superior since the loss of the freighterChester A. Congdonin 1918, and the deadliest since the sinking of the canallerKamloopsin 1927, both also at Isle Royale.[57][58]In 1948, Canada Steamship Lines replacedEmperorwith the freighterBurlington.[59]

Emperorwreck[edit]

Diagram ofEmperor's wreck
The collapsed port side ofEmperor's stern cabin

The first dives toEmperor's wreck took place on June 12, 1947. They were conducted by Fowler, who made a total of three, roughly 30 minute dives to the wreck.[60]TheEmperorrests in between 25 feet (7.6 m) of water at the bow, and 175 feet (53.3 m) of water at the stern, in two partially attached sections.[14][54][61]The bow has sustained severe damage, mostly due to the impact of ice, while the stern is intact.[62][54]The bow section stretches from 25 feet (7.6 m) at the bow's tip, down into about 80 feet (24.4 m) of water, where the intact stern section starts.[54][62][63][64]The bow section includes two 7,000-pound (3,175.1 kg) anchors, awindlassand chain locker, as well as five relatively intact cargo hatches.[54][64][65]The stern features an intact and penetrable engine room, an intact mast, and a partially intact cabin.[54][63][66]Emperor's boilers are undamaged, proving the night steward's account of a boiler explosion false.[67]The roof on the port side of the cabin has partially collapsed, as the funnel (also present) fell on top of it with sufficient force to not only damage the roof, but also the bulkhead.[67]There are 17 intact cargo hatches aft of the break in the hull.[62]The propeller blades broke off asEmperorsank, leaving only the propeller hub and rudder.[68]Her cargo holds still contain her cargo of iron ore.[65]Wreckages from the canallerDunelmwhich ran aground in 1910, but was freed, lies 100 yards (91.4 m) east ofEmperor's bow.[63][69]

In 1975, sport divers from the Inland Divers Club ofDuluth, Minnesota,discovered the preserved remains of a crew member nearEmperor's engine room and reported it to theNational Park Service.[60]The body was missing its eyes, nose and arms from the elbow down.[70]It was photographed by divers and subsequently appeared in Luke Clyburn's documentary film"Angels of the Sea."[71]In order to deter potential looters, the remains were later reportedly sunk at the end of the stern by Canadian divers.[60][70]Although unverified, several other bodies are reported to have been found.[60]

Emperor's wreck was listed on theNational Register of Historic Placeson June 12, 1984.[72]Between 1980 and 1985,Emperorwas the second-most popular shipwreck atIsle Royale National Park,behind the excursion steamerAmerica.[62]However, as of 2009, she is Isle Royale's most frequently visited shipwreck, accounting for over 350 of the 1062 dives made to the wrecks in the park that year.[73]

Notes[edit]

  1. ^Her size necessitated the lengthening of the wharf 200 feet (61.0 m) south, and 60 feet (18.3 m) west of theore dockinPoint Edward, Ontario.[18]
  2. ^By the timeEmperorsank, her usual speed when loaded was 11knots(20 km/h; 13 mph).[15]

References[edit]

  1. ^abBugbee (1) (1962),p. 24.
  2. ^Bugbee (1) (1962),p. 26.
  3. ^Bowlus (2010),p. 85.
  4. ^abThompson (1994),p. 32.
  5. ^Bugbee (2) (1962),p. 48.
  6. ^Bugbee (2) (1962),p. 50.
  7. ^Thompson (1994),pp. 40–42.
  8. ^Bugbee (2) (1962),p. 49.
  9. ^Bugbee (2) (1962),p. 51.
  10. ^Thompson (1994),pp. 59–84.
  11. ^abNational Park Service (1) (2018),p. 16.
  12. ^abcdefghijklmnopqrstuvwxyzaaabacadToronto Marine Historical Society (1986).
  13. ^abcdefghijLenihan (1987),p. 176.
  14. ^abcdefKohl (2005),p. 402.
  15. ^abcdefghijklmnLenihan (1987),p. 175.
  16. ^abcKohl (2005),p. 403.
  17. ^Carrell (1983),p. 27.
  18. ^British Whig (1) (1911).
  19. ^abcdeBerry (2021).
  20. ^abThe Railway and Marine World (1) (1911).
  21. ^American Publishers Company (1915),p. 347.
  22. ^Osborn and Lange, Inc. (1939),p. 145.
  23. ^abThe Railway and Marine World (2) (1911).
  24. ^American Publishers Company (1915),p. 346.
  25. ^abcdHerriman (1922),p. 38.
  26. ^abBowling Green State University (2021).
  27. ^abcAlpena County George N. Fletcher Public Library (2021).
  28. ^The Marine Review (1) (1911),p. 235.
  29. ^The Railway and Marine World (3) (1911).
  30. ^abcThe Marine Review (2) (1911),p. 424.
  31. ^abcdMaritime History of the Great Lakes (1911).
  32. ^abBritish Whig (2) (1911).
  33. ^The Railway and Marine World (4) (1911).
  34. ^abcThe Marine Review (1) (1911),p. 424.
  35. ^abcThe Railway and Marine World (5) (1911).
  36. ^abAmherstburg Echo (1914),p. 84.
  37. ^Toronto Telegram (1932).
  38. ^abToronto Telegram (1) (1936).
  39. ^abToronto Telegram (2) (1936).
  40. ^abcGillham (1972).
  41. ^abThompson (2004),p. 76.
  42. ^abcdLenihan (1987),p. 177.
  43. ^abLenihan (1987),p. 181.
  44. ^Lee (1970),p. 44.
  45. ^abThompson (2004),p. 77.
  46. ^abLenihan (1987),p. 179.
  47. ^abLenihan (1987),p. 178.
  48. ^Lenihan (1987),pp. 178–179.
  49. ^abJohnston (1956),p. 7.
  50. ^Lenihan (1987),p. 180.
  51. ^Lenihan (1987),pp. 181–185.
  52. ^abcMaritime History of the Great Lakes (1947).
  53. ^abcLenihan (1987),p. 183.
  54. ^abcdefMerryman (2021).
  55. ^Lenihan (1987),pp. 183–184.
  56. ^Lenihan (1987),p. 184.
  57. ^Lenihan (1987),pp. 184–185.
  58. ^Lee (1977),p. 119.
  59. ^Labadie & Richards (1968),p. 191.
  60. ^abcdLenihan (1987),p. 185.
  61. ^Harrington (1998),p. 55.
  62. ^abcdLenihan (1987),p. 313.
  63. ^abcHarrington (1998),p. 54.
  64. ^abKohl (2005),p. 404.
  65. ^abLenihan (1987),p. 314.
  66. ^Lenihan (1987),p. 315.
  67. ^abLenihan (1987),p. 317.
  68. ^Lenihan (1987),p. 316.
  69. ^Lenihan (1987),p. 312.
  70. ^abBree (1988),pp. 141–142.
  71. ^Odyssey, Noble (2018-03-12),Noble Odyssey: ANGELS_OF_THE_SEA,retrieved2024-01-14
  72. ^"National Register Information System".National Register of Historic Places.National Park Service.March 13, 2009.
  73. ^The Greenstone (2010),p. 9.

Sources[edit]

External links[edit]

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