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The
Search for the truth Center of wreck
site G'day from Australia.I
recently heard the song 'Wreck of the Edmund Fitzgerald' & was
taken back to a Detroit visit in 1984 to meet family there.My Aunt
was a war bride! Stern-Mounted
Balanced Rudder - Symmetrical
Rudders are shaped
so as to minimize hydrodynamic drag. A rudder operates by redirecting
the fluid pasting the hull, thus imparting a turning motion to the
boat. For Probable Trackline There are 60 minutes in a degree and 60 seconds in a minute; 3600 seconds in a degree. There are 360 degrees in a complete circle or sphere but in all longitude and latitude measurements, the total of the degrees is expressed as 2 halves from 0 to 180 degrees each side. Temperature on Poop Deck A worker at Burlington Northern Railroad Dock No. 1 Superior WI heard some chirps from a Cricket located on top of the poop deck of the S.S. Edmund Fitzgerald November 9, 1975. He took count the number of chirps in 5 Seconds that told him the temperature on the Fitz deck that time of day. He noted at 2:15 PM as the Fitz completed it's loading and the drafts was taken, the cricket on the Fitzgerald chirp ten time in five seconds that told him the temperature was 70 degrees fahrenheit on the poop deck. He said the chirps of a cricket that are aboard the boats in the Great Lakes goes like this.
Chirps
in 5 Seconds
One
Chirps in 5 Seconds
=
Speed
of Sound from the stern break to pilot house The FITZGERALD
was a conventional "straightdecker" Great Lakes bulk cargo
vessel. It was 729 feet long, 75 feet in breadth, 39 feet in depth.
There were 21 cargo hatch openings. Each opening measured 11 feet
longitudinally and 48 feet transversely and had a 24-inch coaming
above the weather deck. Edmund Fitzgerald
729 ft long - The Stern break broke 253 ft. from the back -
Zulu Time Zone Time zone offset:
UTC Military &
Civilian Time Designations Each Time Zone is measured relative to Greenwich, England. There are both civilian designations which are typically three letter abbreviations (e.g. EST) for most time zones. In addition there are military designations. These use each letter of the alphabet (except 'J') and are known by their phonetic equivalent. E.G. Greenwich Mean Time (civilian) or Z = Zulu (military and aviation).
GMT
Time Winter - Eastern Standard
Time (EST) = GMT-5 Daylight Saving
Time dates 2010 Superior WI =
Central Time ... Michigan = Eastern Time UTC uses a 24-hour
system of time notation. "1:00 a.m." in UTC is expressed
as 0100, pronounced "zero one hundred." Fifteen minutes
after 0100 is expressed as 0115; thirty-eight minutes after 0100 is
0138 (usually pronounced "zero one thirty-eight"). The time
one minute after 0159 is 0200. The time one minute after 1259 is 1300
(pronounced "thirteen hundred"). This continues until 2359.
One minute later is 0000 ("zero hundred"), and the start
of a new UTC day. Beginning in the
1920s, nautical time zones were referred to with alphabetic characters.
The Z zone is equivalent to Coordinated Universal time (UTC), which
is the time at the prime or "zero" meridian (0° longitude).
The phonetic alphabet refers to Z as "Zulu". It is still
used some settings (i.e. military, nautical and aviation) to refer
to UTC. Caribou Island is an uninhabited island in the eastern end of Lake Superior. It lies entirely within the territorial waters of Canada although only about three miles from the international border between Canada and the United States.
Data:
For Probable Trackline Converting
Latitude/Longitude Coordinates Fractions of degrees are broken down into minutes and seconds. Each minute represents 1/60th of a degree and each second represents 1/60th of a minute (or 1/3600th of a degree). Below are the steps of converting from an angle in degrees-minutes-seconds to decimal degrees and back to degrees-minutes-seconds. Converting Degrees, Minutes, Seconds to Decimal Format latitude
and longitude in a decimal format: 46.9972 To
convert coordinates from degrees, minutes, degrees + (minutes/60) + (seconds/3600) The
example coordinate above would be calculated as: ---------------------------------------------------------------------------------------
DM.m
= Degrees, Minutes, Decimal Minutes (eg. 45o 22.6333)
- Divide S by 60 to get .m (38/60=.6333) (2) DM.m --> D.d (45o 22.6333 --> 45.3772)
- Divide M.m by 60 to get .d (22.6333/60=.3772) (3) D.d --> DM.m (45.3772 --> 45o 22.6320) - Multiply .d by 60 to get M.m (.3772*60=22.6320) (4) DM.m --> DMS (45o 22.6320 --> 45o 22' 38") - Multiply .m by 60 to get S(.6320*60=38)
Michigan is a state in the United States. The name is derived from Lake Michigan, which in turn is believed to come from the Chippewa Indian word meicigama, meaning "great water." Bounded by four of the Great Lakes, Michigan has the longest freshwater shoreline in the continental United States.
Link
to chart of White Fish Bay area Anderson Captain
and mates knows what happen that day
Probable
Trackline Meters
to Feet and Fathoms Data:
For Probable Trackline Test
Two: Michipicoten
Island West End to Wreck site of Edmund Fitzgerald Test Three - The Real Track Line: CRA Hydrography Service 2010 The Anderson was
reporting only 15 miles behine the Fitz most of the trip. If the Fitz
"Check-down" at 3:30 pm to a complete stop to let the Anderson
close the distance between the vessels. The Anderson could run into
the back of the Fitz in only 1 Hour 1 Minute and 38 Seconds at the
reported speed of 14.6 mph.
CRA
Hydrography Service 2010 Fitzgerald Anderson Note:
The Fitz was 26 Seconds faster per mile than the Anderson. Up
and down boat action in larger waves over the shoals
When looking at a map, latitude lines run horizontally. Latitude lines are also known as parallels since they are parallel and are an equal distant from each other. Each degree of latitude is approximately 69 miles (111 km) apart; there is a variation due to the fact that the earth is not a perfect sphere but an oblate ellipsoid (slightly egg-shaped). The vertical longitude lines are also known as meridians. They converge at the poles and are widest at the equator (about 69 miles or 111 km apart). Zero degrees longitude is located at Greenwich, England (0°). Latitude is still measured in degrees, minutes and seconds. A degree of latitude is still around 69 miles (111 km) while a minute is approximately 1.15 miles (1.85 km). A second of latitude is just over 100 feet (30 m). 16.1 MPH is the Typ. speed for the Fitz with a load in bad weather On the Great
Lakes, Not Just the Wreck of the Edmund Fitzgerald
2310,
Caribou Island to Michipicoten Island from CANADIAN HYDRO Large-scale insets
of the most frequented small craft havens Weather information
with meteorological tables During November,
it is not uncommon for powerful storms to track northeast across the
Great Lakes region.
Boats can use
land mass and islands for weather protection and heading markers as
they travel. November
10, 2010
1959 Command of the S.S. Edmund Fitzgerald is assigned to Captain N.C. Larsen. 1966 Captain Peter P. (Pete) Pulcer takes command. 1972 Captain McSorley assumes command. Inside the S.S. Edmund Fitzgerald The FITZGERALD was a conventional "straightdecker" Great Lakes bulk cargo vessel. It was 729 feet long, 75 feet in breadth, 39 feet in depth, 13,632 gross tons, and 8,686 net tons. It was propelled by a 7,500-hp, steam turbine and was built as Hull 301 at Great Lakes Engineering Works, River Rouge, Michigan, in 1958. The vessel was owned by Northeastern Mutual Life Insurance Company and operated by the Columbia Transportation Division of the Oglebay Norton Company.
S.S.
Edmund Fitzgerald Hull 301 Some 4,000 ft. of cracking was detected in the keelson and frame connection to the shell plating; however, during the winter layup of 1968-1969, this condition was look at and a minimum redesign and repair was done to get a coast guard approval to get the boat back in service that year. Each year the cracking came back.The mud layer in the bottom of the ballast tanks would make it hard to inspect for this problem each year.
Force of Freezing Water
Water's Chemical
Properties
A water molecule can form a maximum of four hydrogen bonds because it can accept two and donate two hydrogen atoms. Water expands slightly until it reaches the freezing point, and then when it freezes it expands by approximately 9%. There are 3 states of water which are liquid, solid and gas. All three states exist on earth. Water has been called the life force. There are names for each of the phase changes of water. They are given below: Water going from
a solid to a liquid: Melting Weight: 62.416
pounds per cubic foot at 32°F 1 gallon = 4 quarts
= 8 pints = 128 fluid ounces = 231 cubic inches The following
table gives the density of water in grams per cubic centimeter at
various temperatures in degrees Celsius: Temp (°C)
Density (g/cm3) The values below 0 °C refer to supercooled water Water is much
heavier than air. A cubic foot of air weighs 1/12 pound (lb). A cubic
foot of fresh water weighs 62.4 lbs and a cubic foot of sea water
weighs 64 lbs.
Water (n) a
liquid substance (formula: H2O) formed by the combination of hydrogen
and oxygen. Air pressure decreases with altitude and water pressure increases with depth.
The S.S. Edmund Fitzgerald sank 530 ft. to the bottom. Pressure increases
at the rate of 1 ATM every 33 feet of water depth. Air volume in a flexible space (such as your lungs and sinuses) is reduced proportionate to pressure. At 2 ATM the volume is halved, at 3 ATM it is a third of surface volume, and so on. Air within an
air space will expand proportionally as pressure is reduced. For example,
moving from 2 ATM to 1 ATM (33 feet underwater to the surface), air
in a closed container will double. The
United States Search and Rescue Task Force has a risk list for when
hypothermia Water temperature:
32.5 to 40 degrees Water temperature:
40 to 50 degrees Calculated
Water Weight About 1530, the FITZGERALD, then in a position northeast of Caribou Island, called the ANDERSON and reported, "I have a fence rail down, have lost a couple of vents, and have a list." The FITZGERALD further advised that she would ‘‘check-down’’ to allow the ANDERSON to close the distance between the vessels. The ANDERSON asked the FITZGERALD if the pumps were going and the reply was, "Yes, both of them."
The forward deckhouse contained the pilot house and accommodations for the deck crew.
S.S.
Edmund Fitzgerald Hull 301 Loading was completed about 1415 on November 9. The chief mate informed dock personnel that the vessel’s final drafts were 27 feet 2 inches forward and 27 feet 6 inches aft. Drafts were taken after receipt of the taconite pellets and 50,013 gallons of No. 6 fuel oil, delivered by a barge which came alongside while the cargo was being loaded. Great Lakes bulk carriers are loaded to have as little trim, heel, and midship deflection as possible. Cargo is distributed so that the vessel does not hog; however, 1 inch of sag is considered acceptable. About 1915 EST on November 10, 1975, the Great Lakes bulk cargo vessel SS EDMUND FITZGERALD, fully loaded with a cargo of taconite pellets, sank in eastern Lake Superior in position 46 59.91 N, 85 06.61 W, approximately 17 miles from the entrance to Whitefish Bay, MI. The ship was en route from Superior, WI, to Detroit, MI, and had been proceeding at a reduced speed in a severe storm. "The position of FITZGERALD relative to that of ANDERSON cannot be reconstructed. Information available is based on the recollections of the Master and Watch Officers on ANDERSON, since the relative position of FITZGERALD was observed intermittently on the radar, but not recorded. Testimony on these observations is inconsistent. Replot the relative positions of the S S Edmund Fitzgerald and the Anderson Wreckage identified as that of the FITZGERALD was located in position 46 59.91' N, 85 06.61’ W in 530 feet of water in eastern Lake Superior just north of the International Boundary in Canadian waters. This position correlates with the last position of the FITZGERALD as reported by the ANDERSON.
American Bureau
of Shipping The American
Bureau of Shipping was officially recognized by the LOAD LINE CERTIFICATES
The growth in
the size of vessels – tankers, bulk carriers and containerships
alike – took Empirical - Relyins on or derived from observation or experiment. ABS World Headquarters
Tel:1-281-877-5800
Tom Gilmour Minimum Required
Freeboard 1969 Minimum required freeboard is reduced by the American Board of Shipping (ABS) 1971 Freeboard is again reduced by ABS 1973 Freeboard is again reduced by ABS. The S.S. Edmund Fitzgerald can now legally carry enough cargo to sit 3 feet 3 1/4 inches lower in the water than was considered safe when she was launched. (4,421.5 tons more.) The shipping industry standard for shipments of coal is the net ton (2,000 lbs or 907.2 kgs). Other bulk commodities use the gross ton (2,240 lbs / 1,016 kgs) or metric tonne (1,000 kgs / 2,204.6 lbs). Note: The deeper the draft, the greater the changing loads to the boat(Axial Stress - Bearing Stress - Compression Force - Creep - Flexure - Lateral Forces - Normal (axial) Stress - Stress - Stress Concentration - Tension Force - Thermal Force - Thermal Strain - Torsion Fatigue Stress (Repeated Low-Force Load - Overload Stress (High-Force Load) Load and Lifespan - Fluid Dynamics - Loading and Unloading Cargo) Between 1958 and 1973, the FITZGERALD was permitted three reductions in the minimum freeboard required by 46 CFR Part 45. (Freeboard on the FITZGERALD was the distance from the maximum draft permitted to the weather deck at side.) As part of the requirements for obtaining the freeboards assigned on September 13, 1973, all vents were to be at least 30 inches above the weather deck. However, under 46 CFR 45.133(b), the FITZGERALD was permitted to have ballast tank vents extending to only 18 inches above the weather deck because the 30-inch height interfered with handling cargo on the ship. Some 4,000 ft. of cracking was detected in the keelson and frame connection to the shell plating; however, during the winter layup of 1968-1969, this condition was look at and a minimum redesign and repair was done to get a coast guard approval to get the boat back in service that year. 6" change
in a draft mark = 810 Tons
1958
design of freeboard (Winter 14'- 9 1/4") - (Winter 1973 11'-
6") = 3' - 3 1/4" deeper than 1958 freeboard Note: Deeper
in the water = more stress on the weather deck. Working
Stress, Allowable Stress, and Factor of Safety
M = Moment
& F = Concentrated force on hull (N)
Structural steels
are normally ductile but become brittle at low temperatures. Structural steels become brittle at low temperatures and there is a change in the mechanism of fracture. There is little deformation of the sample and the grains in the microstructure fail along certain crystal planes. This is known as cleavage. Structural steels are normally ductile but become brittle at low temperatures. There is a lot of deformation of the sample and the grains in the microstructure fail by void formation as the metal flows around hard particles in the microstructure. This is known as microvoid coalesence.
The S.S. Edmund Fitzgerald was built in one year. The winter was very cold and the boat was built outside. Pre-heating can
eliminate stresses in steel and eliminate or reduce the possibility
of crack formation, heat distortion and shrinkage.
Steel is an alloy composed of iron and carbon--the higher the carbon content, the stronger, harder and more brittle the steel. There are many types of steel, all of which are categorized based upon various physical properties and carbon content. High carbon steel is very strong and it is used for files, cold chisels and various metal tools while low carbon steel is used for tubing, nails and castings. Preheating the
base metal before welding is an important defense against rapid cooling
and can help reduce hydrogen levels; both are factors that can lead
to cracking. The material to be preheated and its thickness determine
the proper preheat temperature Welding short, small fillet welds also can reduce heat input and overall residual stresses on the AR plate to help minimize cracking. Kestner Clamps
Each hatch cover could be secured by 68 manually operated "Kestner" clamps arranged on 2-foot centers. 12 Kestner clamps was used per hatch cover on good weather day to day runs, using two clamps at each corner and two in the middle of each long side. If loading was done on a weekend, the Monday shift would finish the clamping down to avoid any overtime pay from a weekend loading. The Fitz left Sunday November 9, 1975 at 2:15 PM in good weather and would have to pay company overtime if they didn't finish clamping all of the Kestner clamps on that weekend in good weather. The next day, the Fitz receipt of storm warnings at 2:00 AM. On November 10,
the storm was located over central Wisconsin, had a minimum barometric
pressure of 29.24 inches of mercury and was moving at an average speed
of 29 knots. At 0100 on November 10, the FITZGERALD was about 20 miles
south of Isle Royal and reported winds from 030 T at 52 knots and
waves of 10 feet. Note: A 200
ft. long middle section of the hull is not shown. The Fitz was 729
ft. long.
Curv III CABLE-CONTROLLED UNDERWATER RECOVERY VEHICLE The vehicle pictured at bottom was the first successful remotely operated undersea vehicle. The Cable-controlled Undersea Recovery Vehicle (CURV) was developed in the early 1960's by the former Pasadena Annex of the Naval Ordnance Test Station, one of SSC San Diego's parent laboratories. CURV was designed to recover test ordnance lost off San Clemente Island at depths as great as 2000 feet, but became famous in 1966 with the recovery of an H-bomb off Spain in 2800 feet of water. This sucesss spawned later generations of vehicles designated CURV II, CURV II-B, CURV II-C and CURV III. CURV, now referred to as CURV I, pioneered the concept of undersea teleoperators. At that time, a task force was formed, including representatives from the Coast Guard Marine Board of Investigation, the National Transportation Safety Board, the U.S. Navy Supervisor of Salvage, the Naval Undersea Center, and Seaward, Inc. of Falls Church, Virginia, an engineering consultant firm under contract to the U.S. Navy Supervisor of Salvage to make a visual survey of the wreckage using the USN CURV III System under contract to the USCG. The CURV III is an unmanned, deep-diving vehicle controlled from the surface and capable of television and still photography. This vehicle made 12 dives with a total of 56 hours 5 minutes bottom time and recorded 43,255 feet of videotape and 985 still color photographs. Typ. 4.67 hours on bottom dive times Hours before
the dive to the Fitz
New information
uncovered by viewing video tape of the pliot house and radio handset. NATIONAL Any
archaeological fieldwork in Ontario (including sidescan survey) requires
a license issued under the Ontario Heritage Act. Mark
and Unmark Shoals found and verfied
No fee is attached
to the one-year license but at the end of each dive Contravention
of the Act by an individual yields a fine of not more Six-Fathom Shoal Updates During a taped conversation with his office, which was made a part of the record, the ANDERSON’s master stated that the FITZGERALD "passed right over that 6-fathom spot." The Canadian Hydrographic Service survey shows the water depth at this charted "6- fathom spot". If the FITZGERALD, whose draft was more than 27 feet, had passed through this position on a course plan later that day of 141 T the vessel would have had to pass over the north tip of Caribou Island and through an area where the depth is less than 21 feet. During a taped
conversation with his office, which was made a part of the record,
the ANDERSON’s master stated that the FITZGERALD "passed
right over that 6-fathom spot." "Revise Lake Survey Chart No. 9 showing the areas between Michipicoten Island and Caribou Island in Lake Superior to reflect the findings of the survey performed by the Canadian Hydrographic Service. (Class II, Priority Action) 01—78—33)
S.S.
Edmund Fitzgerald Draft Marks = 1" = 135 Tons per inch of draft
Wreckage identified as that of the FITZGERALD was located in position 46 59.91 N’, 85 06.6’ W in 530 feet of water in eastern Lake Superior just north of the International Boundary in Canadian waters. This position correlates with the last position of the FITZGERALD as reported by the ANDERSON. The wreckage lies approximately 17 miles northwest of Whitefish Point, Michigan. The wreckage consists of an upright bow section, an inverted stern section, and debris from a missing 200-foot midship portion. The bow section is 276 feet long, inclined 15 degrees to port from the upright, extends from the stem to a location between hatches Nos. 8 and 9, and is buried in mud up to the 28-foot draft mark. Canadian Chart 2310, "Lake Superior, Caribou Island to Michipicoten Island," which shows the area from slightly north of Michipicoten Island to slightly south of Caribou Island at a scale of 1:97,280 is published by the Canadian Hydrographic Service. After this accident, the Coast Guard requested the Canadian Hydrographic Service to conduct a hydrographic survey of the area north of Caribou Island to confirm the charted soundings and to update the charted data. Current charts are based on a survey conducted by the Canadian Hydrographic Service in 1916 and 1919. Columbia Transportation Division, the operator of the FITZGERALD, conducted an independent hydrographic survey of the shoal area north of Caribou Island. Water depths were determined by sonic devices, lead line, and direct measurement by divers. The results of this survey show water depths that vary slightly from the Canadian survey. These differences can be attributed to the rocks and boulders on the bottom and the various tracklines on which soundings were recorded. Only
three navigational charts covering the area between Michipicoten Island
and Whitefish Bay are available. These charts are: The
Newest Updates about the Edmund Fitzgerald Reexamination
of the 9–10 November 1975 “Edmund Fitzgerald” There has been considerable debate over the past three decades concerning the specific cause of the loss of the ship the Edmund Fitzgerald on Lake Superior on 10 November 1975, but there is little question that weather played a role in the disaster. There were only a few surface observations available during the height of the storm, so it is difficult to assess the true severity and meteorological rarity of the event. In order to identify likely weather conditions that occurred during the storm of 9–10 November 1975, high-resolution numerical simulations were conducted in an attempt to assess wind and wave conditions throughout the storm. Comparisons are made between output from the model simulations and available observational data from the event to assess the accuracy of the simulations. Given a favorable comparison, more detailed output from the simulations is presented, with a focus on high-resolution output over Lake Superior between 1800 UTC 9 November 1975 and 0600 UTC 11 November 1975. A detailed analysis of low-level sustained wind and significant wave height output is presented, illustrating the severity of the conditions and speed with which they developed and later subsided during the event. The high temporal and spatial resolution of the model output helps provide a more detailed depiction of conditions on Lake Superior than has previously been available.
S.S. Edmund
Fitzgerald updates printed in the new The American Meteorological Society is proud to announce the fourth edition of Weather Studies: Introduction to Atmospheric Science for fall semester 2009. This full-color, hardcover edition, authored by Joseph M. Moran, includes 15 chapters exploring the atmosphere from an Earth system perspective. Each chapter opens
with a Case-in-Point, an
Link to web site
AMS National Science
Foundation
"The Pressure
is on what to say after the Wreck" Sailing with 4,000 feet of broken bottom welds and the most probable cause of the sinking of the SS EDMUND FITZGERALD in Lake Superior on 10 November 1975, was a shoaling which first generated a list, the loss of two air vents, and a fence wire. Secondarily, within a period of 3 to 4 hours, the detected, progressive, massive flooding of the damage cargo hold from the last unloading resulted in a total loss of buoyancy from which, it broke up and sank to the bottom as the FITZGERALD was to damage to recover. Six-Fathom
Shoal Updates Mark
and Unmark Shoals found and verfied by two Hydrographic Services Check water levels today for Michipicoten Canada
The Bayfield
is over the shoals 1976
Before 1883 all hydrographic work in Canada was carried out by the British Admiralty under an arrangement whereby, after Confederation, Canada was assessed with half the cost. We have already made a brief mention of Admiral Bayfield who, as Admiralty Surveyor, had spent forty years in the making of Canadian charts before his retirement in 1856. There were few sections along the principal shipping routes from Halifax to the Lakehead which had not been charted under his personal supervision, and "Bayfield Charts" were highly valued by the shipmasters of the day. In course of time, with the increase in numbers and size of steamer traffic on the Great Lakes, the Bayfield charts became inadequate and out of date and, in the late seventies, the Department of Marine and Fisheries began to receive complaints.
Just like the Anderson Captain and Mates reported
The Canadian Hydrographic
Service survey shows the water depth at this charted "6-fathom
spot" is 52 meters (28.4 fathoms). If the FITZGERALD, whose draft
was more than
Probable Trackline "The position of FITZGERALD relative to that of ANDERSON cannot be reconstructed. Information available is based on the recollections of the Master and Watch Officers on ANDERSON, since the relative position of FITZGERALD was observed intermittently on the radar, but not recorded. Testimony on these observations is inconsistent. Despite many people accepting this as the most likely scenario for the sudden list and deck damage, the photographic evidence for such a grounding may exist. Every expedition to the freighter has reported that there is some scraping, gouging or damage to the rudder or propeller, which should show on the overturned bottom of the stern. Diving expeditions on the shoals soon may find new evidence of groundings by a ship.
Watch
video clips about the S S Edmund Fitzgerald By the afternoon of the 10th, the Fitzgerald had reached the eastern part of the lake and the Witch of November had been punishing her and the Anderson for 14 hours. At 3:15 p.m., Captain Cooper and the Anderson's First Mate Morgan E. Clark watched the Fitzgerald on their radar as she crossed into dangerous water. COOPER: "Look
at this, Morgan. That's the Fitzgerald; he's in close to that six
fathom spot." Replot
the track line from the lost two page report In reconstructing the ANDERSON’s probable trackline, the Safety Board relied primarily upon the ship’s log entries concerning fixes taken at 1520 and 1652, the courses steered, and the reported speed of 14.5 mph. Subsequent testimony indicated a course change at 1652, which was not logged and a fix taken at 1701, which also was not logged. What
cause November 10, 1975 winds? • pressure
differences exits due to unequal heating of surface If you have
Pictures, Videos or a Story to tell,
Ships'
watches
Unlike civil clock bells, the strikes of the bell do not accord to the number of the hour. Instead, there are eight bells, one for each half-hour of a four-hour watch. Bells would be struck every half-hour, and in a pattern of pairs for easier counting, with any odd bells at the end of the sequence. The term "Eight bells" can also be a way of saying that a sailor's watch is over, for instance, in his or her obituary. It's a nautical euphemism for "finished". Ship's bells are also used for safety in foggy conditions, their most important modern use. The system is:
Official 2009
PRESS and Interviews
11-8-2009 from 11:00 am to 12:00 Here
whats new about the Edmund Fitzgeral and the 2009 service Winner of Massachusetts/Rhode
Island Edmund Fitzgerald Radio Program 2008 - mp3 file 1.76 meg. S.S. EDMUND
FITZGERALD: A review by
Thom Holden, Director This is a “must read” book for anyone more than casually interested in the wreck of the Edmund Fitzgerald, lost November 10, 1975, on Lake Superior. Historians are always trying to get back to the beginning and talk with witnesses and participants in the making of history. In the case of the Edmund Fitzgerald's loss with all 29 persons on board, we cannot go back to that night to gather their individual accounts of the loss. However, we can go even further back in time right to the design and construction of the vessel itself at the Great Lakes Engineering Works at Ecorse, Michigan, and learn from a young, but experienced naval architect trained in England and Canada. That person is the author of this book, Raymond Ramsay. He was there working on the Fitzgerald from keel laying to launch to sea trails and beyond. Now an elder statesman
among naval architects with a distinguished career, Ramsay reveals
his thoughts and experiences about the vessel's design, construction,
materials, shipyard practices, and more in this fascinating book.
Unfettered by the potential of employer retribution and with a lifetime
of experience, Ramsey dares to explore many of the unstated questions
which have lingered in the shadows of the Edmund Fitzgerald's mystique.
Ramsay's ideas are original, yet formed and tested in the give and
take of fellow experts, all part of Casualty Research Associates (CRA). Ramsay does not portend that he or this book asked all the right questions nor found all the best answers. Still, it is the only reference available from someone who really was there right from the beginning; someone who saw the daily construction, was onboard during sea trials, and kept a close eye on the vessel from beginning to end and beyond.
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PLAY
1975 News Report about the Edmund Fitzgerald
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Art Work
for the 34th Program by Leo
Kuschel
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