SS Chester A. Congdon

SS ''Chester A. Congdon'' (originally named ''Salt Lake City'') was a steel-hulled American lake freighter in service between 1907 and 1918. She was built in 1907 by the Chicago Shipbuilding Company of South Chicago, Illinois, for the Holmes Steamship Company, and was intended to be used in the grain trade on the Great Lakes. She entered service on September 19, 1907, when she made her maiden voyage. In 1911, ''Salt Lake City'' was sold to the Acme Transit Company. A year later, she was transferred to the Continental Steamship Company, and was renamed ''Chester A. Congdon'', after lawyer and entrepreneur Chester Adgate Congdon. She was involved in several accidents throughout her career.

At 2:28a.m. ( EST) on November 6, 1918, ''Chester A. Congdon'' left Fort William, Ontario, under the command of Captain Charles J. Autterson, loaded with 380,000 bushels of wheat bound for Port McNicoll, Ontario. At 4:00a.m., shortly after leaving the shelter of Thunder Bay, ''Chester A. Congdon'' encountered a heavy storm. Captain Autterson decided to return, and anchored in Thunder Bay until 10:15a.m. when ''Chester A. Congdon'' headed back to open water. Shortly after she passed Thunder Cape, a thick fog descended on Lake Superior. She ran aground on the southern end of Canoe Rocks, on the northeast point of Isle Royale at 13:08p.m. The first mate travelled to Fort William to deliver the news of the grounding. On November 8, a storm halted salvage operations, and broke ''Chester A. Congdon'' in two. She was the largest financial loss on the Great Lakes up to that point.

The wreck of ''Chester A. Congdon'' is the largest shipwreck of Isle Royale. It rests mostly intact in two pieces, with the bow on the south side of the reef now known as Congdon Shoal in of water, and the stern on the north side in of water. The wreck was listed on the National Register of Historic Places on June 14, 1984, and has become a popular site for recreational divers.

History

Background

In 1843, the gunship USS ''Michigan'', built in Erie, Pennsylvania, became the first iron-hulled vessel built on the Great Lakes. In the mid-1840s, Canadian companies began importing iron vessels prefabricated by shipyards in the United Kingdom. However, it would not be until 1862 that the first iron-hulled merchant ship, ''Merchant'', was built on the Great Lakes. Despite the success of ''Merchant'', wooden vessels remained preferable to iron ones until the 1880s, due to their inexpensiveness, and the abundance of timber. In the early 1880s, shipyards around the Great Lakes began to construct iron ships on a relatively large scale, and in 1884 the first steel freighters were built there. By the 1890s, the majority of ships constructed on the lakes were made of steel. The late 19th and early 20th centuries saw a rapid increase in the size of lake freighters; the first freighter was built in 1895, the first freighter was constructed five years later.

Throughout the 1880s, the iron ore trade on the Great Lakes grew exponentially, primarily due to the increasing size of the lake freighters, and the rise in the number of trips made by ore boats to the ore docks of Lake Superior. As the railways were unable to keep up with the rapid production of iron ore, most of it was transported by bulk freighters.

Design and construction

''Salt Lake City'' (US official number 204526) was built in South Chicago, Illinois, in 1907 by the Chicago Shipbuilding Company. She was launched into the Calumet River on August 29, 1907, as hull 74. She was built for W. A. and H. B. Hawgood's Holmes Steamship Company of Cleveland, Ohio, and was christened by Dorothy Holmes. ''Salt Lake City'' was the third last ship of the so-called "10,000-ton capacity class". She set the record for the fastest completion of a ship between its launching and maiden voyage at a Great Lakes shipyard. ''Salt Lake City'' was built for use in the grain trade on the Great Lakes.

Built with an arched frame system designed to create an unobstructed cargo hold, ''Salt Lake City'' was equipped with 32 telescoping hatch covers. The hatches were wide, and were placed on centers. ''Salt Lake City'' had a cargo capacity of . Her cargo hold was divided into three separate compartments, which had capacities of , and . ''Salt Lake City'' was fitted with side-ballast tanks located between the hull plating and the cargo hold beneath the deck arches.

The hull of ''Salt Lake City'' had an overall length of , and a length between perpendiculars of . Her beam was (some sources state or ) wide. Her hull was (some sources state , , or ) deep. ''Salt Lake City'' had a gross register tonnage of 6,530 (or 6,371.39) tons, and a net register tonnage of 4,843 tons.

She was powered by a 83 rpm triple expansion steam engine; the cylinders of the engine were , and in diameter, and had a stroke of . Steam for the engine was provided by two coal-fired, induced-draft Scotch marine boilers, in diameter, and long. The engine and boilers were both built by the American Shipbuilding Company in Cleveland.

Service history

''Salt Lake City'' was enrolled in Cleveland on September 11, 1907, and her home port was Fairport, Ohio. She began her maiden voyage on September 19, leaving the shipyard under the command of Captain James Owen. In 1911, the Holmes Steamship Company merged into the Acme Transit Company, which was managed by H. B. Hawgood. On February 2, 1912, ''Salt Lake City'' was sold to the G. A. Tomlinson managed Continental Steamship Company of Duluth, Minnesota. She was renamed ''Chester A. Congdon'', in honour of lawyer and entrepreneur Chester Adgate Congdon. Her home port was changed to Duluth.

In April 1912, ''Chester A. Congdon'' was in Milwaukee, Wisconsin, when she broke away from the tugs towing her and struck the freighter ''Charles Weston'', damaging two of her own hull plates in the process. While waiting for fog to lift on Lake Michigan on August 10 that same year, ''Chester A. Congdon'' drifted onto a shoal roughly north of Cana Island. She damaged 90 hull plates and around 50 frames, arriving in Superior, Wisconsin, on August 20 for repairs that took ten days to complete.

On September 26, 1913, ''Chester A. Congdon'' struck the breakwater in Fairport harbor, damaging her steering quadrant. She was repaired in Fairport. As ''Chester A. Congdon'' was travelling on the Detroit River in October 1915, her bilge scraped along the bottom near Grosse Pointe, Michigan, due to low water levels. Several of her rivets were sheered off, causing her hull to leak; she was repaired in Superior.

Final voyage

On November 5, 1918, ''Chester A. Congdon'' arrived in Fort William, Ontario, where she loaded 380,000 bushels of wheat at the Ogilvie & Pacific grain elevators. At 2:28a.m. ( EST) the next day, she left Fort William for Port McNicoll, Ontario, under the command of Captain Charles J. Autterson. Shortly after passing Thunder Cape, ''Chester A. Congdon'' encountered a heavy storm. At 4:00a.m., Captain Autterson decided to head back into Thunder Bay for , and anchor until the storm subsided. ''Chester A. Congdon'' headed back into open water at 10:15a.m. By that time the wind had stopped, however the waves were still present. After she passed Thunder Cape, a thick fog descended on Lake Superior. Captain Autterson set a course for Passage Island at 10:40a.m., with the intention of running for 2.5 hours at a speed of , and anchoring if the fog remained. At 13:08p.m., ''Chester A. Congdon'' ran aground on the southern reef of Canoe Rocks, on the northeast point of Isle Royale, her officers not having heard the fog signal from Passage Island.

The lifeboats were lowered, one of which headed to Passage Island (roughly away) to request assistance from the lighthouse keeper. A launch, occupied by two fishermen arrived at the scene to render assistance. The fishermen took the second mate to Fort William, however the launch broke down, causing them to not reach their destination until 6:00a.m. on November 7. After the second mate relayed the news, the manager of the Canadian Wrecking & Towing Company, J. Wolvin, dispatched the wrecking barge ''Empire'', and the tugs ''A.B. Conmee'' and ''Sarnia'' to the wreck. It was reported that ''Chester A. Congdon''s first tank on her port side, and the first and second tanks on her starboard side were full of water. It was hoped that removing her cargo would be enough to refloat her. The removed grain was to be loaded onto the barge ''Crete''. On November 8, a storm with winds forced the salvors to abandon the wreck. ''Chester A. Congdon''s crew was removed by ''Empire'', which then sought shelter at Isle Royale. By the time the salvage crew returned to ''Chester A. Congdon''s wreck, it had broken in two between the 6th and 7th hatches, and the stern had sunk.

''Chester A. Congdon'' was declared a total loss. On November 29, it was announced that businessman James Playfair of Midland, Ontario, had purchased her wreck for $10,000 (equivalent to $ in ), with the intention of raising it in early 1919. By about December, ''Chester A. Congdon''s wreck had sunk, sliding down both sides of the reef.

Aftermath

There were no deaths when the freighter sank. However, the wireless operator on ''Empire'' seriously injured his thigh when it became caught in the hoisting gear. Only 50,000 to 60,000 bushels of her cargo was removed. At over $1.5 million (equivalent to $ in ), she was the largest financial loss on the Great Lakes up to that point, as well as Lake Superior's first $1 million shipwreck. As a result of the First World War, the price of wheat was $2.35 (equivalent to $ in ) per bushel. ''Chester A. Congdon''s cargo was valued at over $893,000 (equivalent to $ in ), her hull at $365,000 (equivalent to $ in ), and the disbursements at $369,400 (equivalent to $ in ).

''Chester A. Congdon'', along with the identically–sized ''D.R. Hanna'' (lost on Lake Huron in 1919), remained the largest shipwrecks on the Great Lakes until the loss of the self-unloading freighter ''Carl D. Bradley'' in 1958. ''Chester A. Congdon'' remained Lake Superior's largest shipwreck until the sinking of the freighter ''Edmund Fitzgerald'' in 1975.

''Chester A. Congdon'' wreck

''Chester A. Congdon'' became the largest shipwreck sunk near Isle Royale. She rests in two pieces, with the bow on the south side of the reef now known as Congdon Shoal in of water, and the stern on the north side in between of water. The bow rests at the base of an underwater cliff at an angle of between 35° and 59°, with the partially damaged stem pointing towards the shoal. The wreck contains an intact pilothouse and forecastle deck, as well as penetrable living quarters, and a windlass room which is accessible through a hole in the forward deck. The stern section rests at a steep angle, and has an intact engine room and stern cabins. The rudder was driven through the deck when the stern hit the bottom. Pieces of her hull are on top of the shoal in of water.

''Chester A. Congdon''s wreck was listed on the National Register of Historic Places on June 12, 1984. As of 2009, she is Isle Royale's third most frequently visited shipwreck (behind the lake freighter ''Emperor'', and the excursion steamer ''America'' respectively), with over 150 dives made out of the 1062 dives made to the wrecks in the park that year.

Notes

References

Sources

*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*
*

External links

*

{{DEFAULTSORT:Chester A. Congdon, SS
1907 ships
Ships built in Chicago
Great Lakes freighters
Merchant ships of the United States
Canada Steamship Lines
Maritime incidents in 1918
Shipwrecks of the Michigan coast
Shipwrecks of Lake Superior
National Register of Historic Places in Keweenaw County, Michigan
National Register of Historic Places in Isle Royale National Park
Wreck diving sites in the United States