Edmund Fitzgerald Essay Research Paper The Edmund

Edmund Fitzgerald Essay, Research Paper

The Edmund Fitzgerald:

The Edmund Fitzgerald was built in River Rouge, Michigan in 1958 with the hull number 301 (McCall) . The job was completed with the help of one thousand men. The Fitzgerald was seven hundred twenty nine feet long and was the largest freighter on the Great Lakes at the time. Mrs. Edmund Fitzgerald christened it on June 8, 1958 before sliding into the Detroit River (Nolan) . The Fitzgerald set numerous shipping records before its last voyage. In 1964 it became the first Great Lakes vessel to carry more than a million gross tons of ore through the Soo Locks. It then broke its own record by hauling 1.2 million tons through the Locks (Stonehouse 13) . This is why the Fitzgerald was labeled “The Pride of the American Flag” (Stonehouse 13) .

Over the years people have speculated what actually happened to the Edmund Fitzgerald. Nobody witnessed the Fitzgerald actually sink so there are many theories of what people think happened. Studies of the wreckage and the sight of where it went down disproved all the theories. Based on the weather conditions, the boats condition, its last voyage, and the Marine Casualty Report an answer of the cause was concluded.

Weather

The storm was generated over the Oklahoma Panhandle on November 8, 1975. It moved northeasterly towards the Lake Superior. On November 9, the National Weather Service issued warnings of winds of thirty-four to forty-seven knots for Lake Superior (”Marine Accident Report”) . They also predicted rain and thunderstorms with waves eight to fifteen feet.

At 1:00 a.m. on November 10, the Fitzgerald reported winds at fifty-two knots and waves ten feet tall. At this time the Fitzgerald was twenty miles south of Isle Royal. An hour later the National Weather Service issued a storm warning. The NWS predicted winds now thirty-five to fifty knots northeasterly with waves eight to fifteen feet. At 7:00 a.m. the Fitzgerald was forty-five miles north of Copper Harbor, Michigan and reported winds at thirty-five knots and waves at ten feet (”Marine Accident Report”) . Later on at 1:00 p.m. the storm had crossed Lake Superior to the west of Michipicoten Island and was over White River, Ontario. The NWS again predicted at 4:39 p.m. Eastern Lake Superior with Northwest winds 38 to 52 knots with gusts to 60 knots with waves eight to sixteen feet. The Anderson, which was following the Fitzgerald, reported at 7:00 p.m. winds at fifty knots and waves at sixteen feet. These were the weather reports before the downing of the Fitzgerald.

After the tragic event an NWS meteorologist testified saying before the Fitzgerald sank the average sustained wind speed was forty-five knots from the northwest for a period of six to seven hours(”Marine Casualty Report” 11) . With these winds they would produce waves with an average height if fifteen feet.

Wear and Tear

Since it was first commissioned it was capable of performing 45-50 trips a year. Over the years of all the trips the Fitzgerald was put through a lot of wear and tear. Between the years of 1969 and 1970 it ran aground near the Soo Locks and suffered internal and external damage. Adding additional stiffening to the keelsons quickly solved the problem. Between 1973 and 1974 the cracking problem reoccurred from the previous problem. This time it was fixed by welding during its winter lay-up. Also during its lay-up minor fractures were detected in the hatch covers and the gunwale bar (”Marine Casualty Report” 8) . Original construction faults and original design detail caused the fractures defects, which were fixed. On October 31, 1975 the Fitzgerald was found to have damaged hatch covers on four of its hatches. The structural defects were on hatch No. 13 were there was a 1 inch notch in the plate in the way of the hatch, a 1 inch gouge in the plate in way of hatch No. 15, a 10 inch crack in hatch No. 16, and a 1 inch crack at the intersection on No. 21 (”Marine Casualty Report” 9) . The Coast Guard who conducted the inspection ordered the defects of the hatches to be fixed before the 1976-shipping season (Wesley) .

The Final Voyage

Its final voyage began on November 9, 1975, when the SS Edmund Fitzgerald began loading 26,116 tons of taconite pellets at Burlington Northern Railroad Dock No. 1 in Superior, WI (Stonehouse 24) . It departed from the docks at 2:15 that afternoon and proceeded on its designated course at 16.3 mph across Lake Superior. The trip was routine and normal until the morning of November 10 when a storm warning was issued. After this warning the Fitzgerald discussed with the Anderson, another freighter which was following at approximately 10 miles, to change their designated course (McCall) . They decided to leave the southern shore of Lake Superior and proceed northeastward south of Isle Royal, then eastward along the northern shore, and then southeastward along the eastern shore (Stonehouse 25) . The change in their route would allow the two ships to take advantage of the Canadian Shore, which was away from the wind.

While on this new course around 3:30 the Fitzgerald radio to the Anderson reporting “Anderson, this is the Fitzgerald. I have sustained some topside damage. I have a fence rail down, two vents lost or damaged, and a list. I m checking down. Will stay by me till I get to Whitefish” (Wesley) . The Fitzgerald was r