Lake Superior, the largest and deepest of the Great Lakes, has long been a vital artery for commerce and travel, its cold, clear waters holding secrets and stories from centuries past.
With an estimated 550 shipwrecks lying beneath its surface, Lake Superior is a graveyard of maritime history. Yet, only half of these tragic vessels have been discovered. Each shipwreck is a silent witness to the perilous conditions that sailors faced and the enduring spirit of those who braved these waters.
In this exploration of Lake Superior's shipwrecks, we delve into some of the most compelling stories of sacrifice and survival. Through advanced technology and the relentless dedication of researchers and divers, these sunken ships and their tales are brought to light, offering a glimpse into a bygone era and preserving the legacy of those who navigated the greatest of the Great Lakes.
Lake Superior Shipwrecks Map
Before we begin, here is a Lake Superior shipwreck map that gives an idea of just how many sunken ships there are. Visit this website for a high-res version of the map.
SS Arlington Shipwreck
Researchers from the Great Lakes Shipwreck Historical Society at the Whitefish Point Shipwreck Museum, equipped with years-old data, embarked on a 200-mile journey from Whitefish Point to Marquette and Copper Harbor to locate a different shipwreck.
However, during this expedition, they uncovered the unique and tragic story of the SS Arlington.
Sinking of the Arlington
Set out against fine waters, the Arlington was commanded by a highly experienced captain, Frederick “Tatey Bug” Burke, a brother of one of the ship’s owners. By the time of this voyage, the captain had been navigating the Great Lakes for 40 years, earning respect as a captain of larger steel vessels.
Yet, on this particular voyage, the captain uncharacteristically stayed out of the pilot house. Rather, he stayed in his cabin, warmed by his coal fire chute — he left his first and second mates in charge.
Having been inspected and found to be in good order, the Arlington entered the harbor of Port Arthur, Ontario, in late April 1940 to load bushels of wheat. On the afternoon of April 30, she steamed out of the port headed for Whitefish Bay, following the larger and faster SS Collingwood. When the conditions started to turn foggy, the two swapped positions, because the Collingwood lacked a direction finder — the Arlington was now leading the way toward its own demise.
Even though weather reports indicated mild wind, rain and light flurries, the Arlington was being boarded by heavy seas due to the amount of cargo weighing the ship down in the water. First mate Junis Macksey, a veteran ship's master, ordered the wheelman to hug the North Shore for protection from the wind and waves. However, Captain Burke, rushing from his cabin, struck the order, insisting on the more direct course across the lake. As the weather worsened and the Arlington began to struggle against the growing seas, Macksey remarked to his Captain, "You just think you're going to Whitefish?"
By 10:00 pm, the wind had grown to a full-blown gale, and the Arlington was being bombarded by heavy seas; a significant issue for the older Arlington, with its wheat cargo sealed only by tarps and steel bars.
At 12:30 am on May 1, both the Arlington and the Collingwood reduced their speed to about 7.5 knots. The Arlington turned into the wind to allow second mate Arthur Ferris to inspect the cargo hatches. Captain Burke awoke, and again turned the vessel back onto its original course, returning to his cabin afterward.
At 3:30 am, Macksey pounded on Burke's cabin door, insisting that the captain take command. By then, the number five hatch had burst, and the Arlington was taking on water, listing dangerously. Captain Burke finally ordered a course for the North Shore, hoping to ground or beach the ship.
By 4:30 am, the number two hold was filling with water, the wheat cargo was expanding, and the bulkhead was making ominous cracking noises. Chief engineer Fred Gilbert announced that the ship was sinking, prompting the crew to abandon ship. Despite efforts, only one lifeboat was successfully launched. The last person to leave the pilot house was the wheelsman, who asked Captain Burke if he was coming. The captain, however, was reported to mumble a response, and stayed behind. The crew watched from a lifeboat, 30 yards away, as the Arlington and its captain sank into the depths of Lake Superior.
The Arlington foundered at 5:15 am on May 1. with the crew being rescued shortly thereafter by the Collingwood.
The wreck of the Arlington now rests as a silent sentinel at the bottom of Lake Superior, a testament to the bravery and resilience of her crew. The Arlington’s legacy lives on, not only as a part of Great Lakes history but as a symbol of the enduring human spirit in the face of adversity.
SS Edmund Fitzgerald Shipwreck
On November 10, 1975, the SS Edmund Fitzgerald sank in a tumultuous gale, an event immortalized by Gordon Lightfoot's song. This tragedy remains one of the most famous shipwrecks in Great Lakes history.
The ship was named after Edmund Fitzgerald, the first president and chairman of Northwestern Mutual Insurance, whose grandfather had been a lake captain. Fitzgerald's father owned the Milwaukee Dry Docks Company.
At 729 feet long, just one foot short of the maximum limit to pass through the Saint Lawrence Seaway, the Edmund Fitzgerald was the largest ore carrier on the Great Lakes, with a deadweight capacity of 26,000 long tons.
It earned the nickname "Queen of the Lakes" until the 730-foot SS Marie Bay was launched on September 17, 1959. The Fitzgerald transported taconite iron ore pellets between Duluth Iron Range mines and ports around the Great Lakes.
Sinking of the Edmund Fitzgerald
The ship and its crew had made this trip many times, possibly giving them a false sense of security. It was a routine journey until November 9, 1975, when the Fitzgerald began its final voyage.
Under the command of Captain Ernest M. McSorley, the ship left Superior, Wisconsin, at 2:15 p.m., heading to a steel mill on Zug Island, near Detroit, with 26,116 long tons of taconite ore pellets.
McSorley, a seasoned captain with over 40 years of experience on the oceans and Great Lakes, had commanded nine other ships before the Fitzgerald.
He was joined by the SS Arthur M. Anderson, which had departed from Two Harbors under Captain Bernie Cooper. During the trip, the two ships stayed 10-15 miles apart.
Almost immediately, weather issues arose. A building November storm from the Great Plains was approaching. The plan was to hug the northern side of Lake Superior, where the Canadian highlands could offer some protection, and then turn southeast to reach the shelter of Whitefish Point on Michigan's Upper Peninsula.
By 7:15 p.m., the weather had deteriorated significantly, with a gale warning issued and sustained winds of 39-54 mph.
Early on November 10, the gale warning was upgraded to a storm warning, with sustained winds of 55 mph or more. Both captains had navigated similar conditions before.
However, as the Fitzgerald turned south toward Caribou Island in Canada, McSorley radioed Cooper at 3:30 p.m., indicating trouble: "I have a fence rail down, two vents lost or damaged, and a list. Stay by me while I get to Whitefish." Both pumps were working overtime. Despite regular navigation updates, nothing alarming was reported.
At 5:20 p.m., Cooper reported gusts of 58-70 knots and seas of 18-25 feet. At 6:55 p.m., Cooper and his crew felt a bump and lurch as a giant wave engulfed their vessel, driving the bow into the sea. Another equally large wave hit them again. Cooper watched these waves head toward the Fitzgerald, later saying, "I think those were the two that sent him under."
Cooper last spoke to the Fitzgerald at about 7:10 p.m., saying, "We are about 10 miles behind." McSorley asked, "Am I going to clear?" Cooper responded, "Yes, he is going to pass to the west of you. By the way, how are you making out with your problems?" McSorley famously replied, "We are holding our own." At about 7:15 p.m., the Fitzgerald's signal was lost, never to be heard from again.
Clark called again at 7:22 p.m. but received no answer. By 8:00 p.m., the Anderson had pulled into Whitefish Bay. Over the next three days, a search was conducted. Only lifeboats and some rafts were found. On the fourth day, a US Navy Lockheed P-3 Orion aircraft located the wreck using sonar equipment. The Fitzgerald was resting about 17 miles from the Whitefish Bay entrance, in Canadian waters, 533 feet down. None of the 29 crew members were found.
The Fitzgerald's remains weren't found until May 1976, when the U.S. Navy used an unmanned submersible discovering the ship in two pieces. The bow section was standing upright in the mud, about 170 feet from the stern, which was capsized at a 50-degree angle. Scattered ore and taconite pellets littered the sea floor, indicating a catastrophic splitting of the vessel.
The cause of the sinking has never been conclusively determined. The most probable cause was the loss of buoyancy and stability from massive flooding of the cargo hold due to ineffective hatch covers. Other theories include the hull developing a stress fracture, potentially caused by a storm, which may have split the vessel when it hit a shoal navigating massive waves.
Rogue waves, three of which were reported near the area where the Fitzgerald sank, are another possibility. These waves are typically one-third larger than others and appear very suddenly. Other contributing factors include the two lost vents reported by McSorley, which could have allowed flooding into ballast tanks, causing the ship to list.
Captain Cooper believed the Fitzgerald was taking on water long before it sank, possibly creating a starboard list. Since there was no panic in the last transmission, the sinking must have been sudden and catastrophic. "The ship just disappeared completely; I think they just plunged," Cooper said.
We’ll never truly know what happened on that harrowing November night in 1975. However, the bell was recovered by divers and Split Rock Lighthouse emits a light every November 10 to honor the lost souls aboard the Edmund Fitzgerald.
SS Lucerne Shipwreck
Because of Lake Superior's unique conditions, ships that sink in its frigid, fresh waters are remarkably well-preserved compared to those lost at sea. The cold temperatures, often below 40 degrees Fahrenheit at depths greater than 100 feet, combined with the absence of saltwater and marine organisms, prevent the usual decay and deterioration.
This preservation has turned many shipwrecks into time capsules, including the Schooner Lucerne.
Sinking of the Lucerne
On the evening of November 15, 1886, the Lucerne set sail from Ashland, Wisconsin, bound for her home port of Cleveland, carrying 1,200 tons of iron ore on her last run of the year. Captain George Lloyd, wary of the late-season heavy seas, decided not to overload the ship, even though she could hold an additional 100 tons.
As the ship entered Chequamegon Bay, the winds picked up significantly. By dawn, the Lucerne was caught in an intense winter gale, part of a three-day blizzard that struck Lake Superior and the Upper Peninsula, one of the worst Nor'easters on record.
Blinding sleet and snow driven by hurricane-force winds battered the Lucerne, which was last seen by the SS Fred Kelley around 4 p.m., rolling and pitching in the storm. It was reported that the Lucerne attempted to return to Chequamegon Bay at nightfall.
The Lucerne was not seen again until November 19, when she was discovered bottomed out off Long Island near the entrance to the bay.
The ship was found with a broken keelson around the centerboard, and the anchors were out, indicating she had faced into the wind in very shallow water (under 20 feet). An iron bar was stuck into the anchor winch, under the anchor chain, suggesting that in a blinding snowstorm and escaping huge waves, the captain had attempted to make the narrow, mile-wide entrance of Chequamegon Bay.
The anchors had dragged, the boat had pounded in the shallow water, and the crew, unable to free the ice-coated anchors, sank with the ship. None of the 10 men survived.
William Mack, part owner of the Lucerne, became worried when the ship never arrived back at Ashland. He telegraphed Bayfield, Wisconsin, requesting a search. The boat S. B. Barker was dispatched and soon found the wreckage of the Lucerne. The crew of the S. B. Barker discovered three masts sticking out of the water, with three crew members frozen solid in three inches of ice at the top of the masts.
They had climbed to the top to escape the freezing waters and perished there while waiting for rescue.
The Ashland press reported that the three men who had lashed themselves to the rigging to avoid drowning were covered in 1-3 inches of ice — “The remaining crew members were swept out into the lake, which seldom gives up its dead.”
SS Superior City Shipwreck
The SS Superior City, a pioneer vessel of her time, was launched on April 13, 1898. At her launch, she was the largest vessel ever built on freshwater, marking a significant milestone in maritime engineering.
The entire town of Lorain gathered along the riverfront to witness her christening, a testament to her significance.
Measuring 450 feet in length with a beam of 50 feet and powered by a 1900 hp engine, she carried vast quantities of iron ore across the Great Lakes.
Sinking of the Superior City
The Superior City's routine came to a tragic end on August 20, 1920. At 9:10 PM, while heavy with 7600 tons of iron ore from Two Harbors, Minnesota, she collided with the steamer Willis L. King in Whitefish Bay, Lake Superior. The collision, described by maritime historian Boyer, was "catastrophic".
The Superior City was rammed on her port side, causing a tremendous explosion when the cold water hit her boilers. Her stern was blown off, and she nearly split in two.
In the chaos that ensued, the crew struggled to lower lifeboats located over the boilers, precisely where the explosion occurred. The Superior City sank rapidly, taking with her 29 lives—the worst loss of life in the history of the Pittsburgh Steamship Company.
Among the survivors were Captain Sawyer, second mate G.G. Lehnt, watchman Peter Jacobsen and boatswain Walter Richter. Each of them survived under harrowing circumstances, from clinging to life preservers and capsized lifeboats to being blown overboard by the explosion.
The collision was investigated by U.S. Steamboat Inspectors, who found conflicting statements from the captains of both vessels. Captain Sawyer of the Superior City claimed the weather was clear and that the vessels had exchanged port-to-port passing signals.
Captain Nelson of the Willis L. King insisted the night was foggy and that starboard-to-starboard passing signals were exchanged. Ultimately, both captains were found guilty of failing to follow navigation regulations, and the loss of life claims dragged on until late 1923.
The wreck of the Superior City lay undiscovered until 1972 and was later extensively documented by the Great Lakes Shipwreck Historical Society. A video produced in 1988, "Graveyard of the Great Lakes," sparked controversy by showing footage of the crew's skeletons and the removal of artifacts. Legal battles ensued over the ownership of these artifacts, including a wedding ring used to promote the museum.
SS Kamloops Shipwreck
The SS Kamloops was a Canadian lake freighter built by the Furness Ship Building Company in Stockton-on-Tees, England. Launched in 1924, she was a relatively small vessel by Great Lakes standards, measuring 250 feet in length and carrying 2,402 gross tons.
Sinking of the Kamloops
In December 1927, the Kamloops embarked on what would be her final voyage. The ship, operated by Canada Steamship Lines, carried a diverse cargo of tar paper, papermaking machinery, coiled wire, piping, shoes and foodstuffs.
On December 1, she called at Courtright, Ontario, to top off her load with bagged salt before heading into Lake Huron. The crew of 20 men and two women were prepared for the grueling journey ahead, as it was customary for Great Lakes ships to push their limits before winter's ice halted all navigation.
The Kamloops passed through the Sault Ste. Marie Canal on December 4, 1927, entering the treacherous waters of Lake Superior. The lake was being battered by a massive storm beginning on December 5.
The last sighting of the Kamloops was at dusk on December 6, as she steamed toward the southeastern shore of Isle Royale, heavily coated in ice.
The ship and her crew disappeared without a trace, sparking a frantic search. Beginning on December 12, the search concentrated on the Keweenaw Peninsula and Isle Royale, continuing until December 22.
When the 1928 navigation season opened in April, another search was launched. Fishermen discovered the remains of several crew members at Twelve O'Clock Point on Isle Royale, along with wreckage from the ship. Despite further efforts, the exact location of the Kamloops remained a mystery.
In December 1928, a year after the sinking, a trapper found a bottled note from Alice Bettridge, a young assistant stewardess on the Kamloops. Her message, written as she faced her final moments, read: "I am the last one left alive, freezing and starving to death on Isle Royale in Lake Superior. I just want mom and dad to know my fate."
This heartbreaking note underscored the tragedy of the lost ship and her crew.
For fifty years, the Kamloops was one of the "Ghost Ships of the Great Lakes." It wasn't until August 21, 1977, that her wreck was discovered by sport divers near what is now known as Kamloops Point.
The ship was found resting on the lake bottom at a depth of over 260 feet, lying on her starboard side at the base of an underwater cliff. Her smokestack was detached, and some of her cargo was strewn around the wreck site.
Even more haunting, human remains were still aboard the ship. These eerie reminders of the past continue to draw divers to the wreck, making the Kamloops one of the most visited sites in Isle Royale National Park.
The exact cause of the sinking of the SS Kamloops remains a mystery. The storm that engulfed her was undoubtedly severe, but the precise sequence of events that led to her tragic end is still unknown. The Kamloops serves as a somber reminder of the dangers faced by those who navigate the Great Lakes, and her story is preserved both underwater and in the memories of those who continue to explore her final resting place.
SS Henry B. Smith Shipwreck
The SS Henry B. Smith was a majestic steel-hulled lake freighter, launched on May 2, 1906, by the American Ship Building Company in Lorain, Ohio. Measuring 545 feet in length, 55 feet in width and 31 feet in height, the ship boasted a gross tonnage of 6,631.
Named after a prominent lumberman from Michigan, Henry B. Smith, the vessel was a testament to early 20th-century shipbuilding prowess.
Sinking of the Henry B. Smith
In early November 1913, the Henry B. Smith docked in Marquette, Michigan, to take on a load of iron ore. A fierce southwest gale swept over Lake Superior, dropping temperatures to a frigid 24 degrees Fahrenheit. The cold weather caused the ore to freeze inside the hopper cars, delaying the loading process.
Captain James Owen, already plagued by a series of misfortunes throughout the year, faced immense pressure to complete the voyage on time.
At approximately 5 p.m. on November 9, the Henry B. Smith was finally loaded with iron ore. Despite the lingering storm, the ship backed away from the dock and set out, the crew hoping to exploit a brief lull in the weather.
However, the fierce winds resumed almost immediately, and the ship's deckhands were seen struggling to close the 32 hatches—a task that typically required hours—in just twenty minutes.
As the full force of the storm hit, witnesses saw the Henry B. Smith turn to port, possibly seeking shelter behind Keweenaw Point. The ship then disappeared from view, swallowed by the storm. Debris from the wreck was found two days later along the beaches of Chocolay Bay, Shot Point and Laughing Fish Point.
Tragically, all 25 crew members perished in the sinking.
Only two bodies were ever recovered. The second cook, H.R. Haskin, was found floating fifty miles west of Whitefish Point a few days after the disaster, and the third engineer, John Gallagher's skeleton, was discovered on Ile Parisienne in the spring of 1914.
A note in a bottle, allegedly from the ship, was found in June 1914, claiming the vessel had broken in two 12 miles east of Marquette. However, the note was deemed a hoax as it was dated November 12, after the ship had already sunk.
For a century, the wreck of the Henry B. Smith lay undiscovered beneath the waters of Lake Superior. Then, in May 2013, shipwreck hunters located the wreck in 535 feet of water off Marquette.
Video footage confirmed that it was indeed the ill-fated Henry B. Smith, providing a somber closure to one of the Great Lakes' most enduring maritime mysteries.
SS Emperor Shipwreck
The SS Emperor was a grand steel-hulled lake freighter, often hailed as "The Pride of Canada." Launched on December 17, 1910, by the Collingwood Shipbuilding Company in Ontario, she was designed to be a titan of the Great Lakes, measuring 525 feet in length and boasting a gross tonnage of 7,031.
Emperor's primary role was to transport iron ore, a crucial commodity in the burgeoning industrial landscape of early 20th-century Canada.
Owned initially by Inland Lines, Ltd., and later by Canada Steamship Lines, the Emperor spent her career navigating the treacherous waters of the Great Lakes. Despite her impressive size and power, she was no stranger to misfortune. Over her 36 years of service, the Emperor was involved in several accidents, including running aground and losing her rudder in severe storms. Yet, she remained a stalwart of the lake freighter fleet, carrying vital cargoes of iron ore to the steel mills of Hamilton, Ontario.
Sinking of the Emperor
In the early hours of June 4, 1947, the Emperor set off from Port Arthur, Ontario, loaded with over 10,000 long tons of iron ore bound for Ashtabula, Ohio. The weather was calm, and visibility was good as Captain Eldon Walkinshaw handed over watch duties to first mate James A. Morrey at midnight. However, tragedy struck shortly before 4:15 a.m. when the Emperor ran aground on Canoe Rocks, near Isle Royale.
The impact was devastating. The Emperor broke in two and began to sink rapidly. Captain Walkinshaw gave the order to abandon ship, but the chaos of the moment made escape difficult. The starboard lifeboat was successfully launched but leaked due to a missing bilge plug. The port lifeboat capsized when it was sucked under by the sinking vessel. Within 20 to 35 minutes, the Emperor had disappeared beneath the waves, taking with her twelve crew members.
The United States Coast Guard Cutter Kimball, patrolling nearby, intercepted the Emperor's SOS and arrived on the scene within 35 minutes. The Kimball rescued 21 survivors, including Captain Walkinshaw. No one else survived.
The investigation into the sinking revealed a tragic sequence of events. First mate Morrey, exhausted from supervising the loading of iron ore, was found to have not kept a proper watch. This lapse, combined with helmsman J. Prokup's unfamiliarity with the area, led to the fatal grounding. The courts criticized the system that required the first mate to be on duty during loading, resulting in his lack of sleep. The use of wooden lifeboats and the absence of regular lifeboat drills were also condemned.
The Emperor's wreck was discovered in 25 to 175 feet of water off Isle Royale. Her bow lay partially broken in shallow water, while her stern remained intact in deeper waters. Listed on the National Register of Historic Places in 1984, the wreck has become a popular site for recreational divers, serving as a poignant reminder of the perils faced by those who navigated the Great Lakes.
SS Henry Steinbrenner Shipwreck
The SS Henry Steinbrenner was a grand steel-hulled lake freighter, launched on September 28, 1901, by the Jenks Ship Building Co. in Port Huron, Michigan. Measuring 427 feet in length, with a beam of 50 feet and a depth of 28 feet, the Steinbrenner was designed to be a titan of the Great Lakes, boasting a gross tonnage of 4,719. Her primary role was to transport iron ore, coal and grain, crucial commodities in the burgeoning industrial landscape of early 20th-century America.
Owned and operated by the Kinsman Transit Co. of Cleveland, Ohio, the Steinbrenner spent her career navigating the treacherous waters of the Great Lakes. Despite her impressive size and power, she was no stranger to misfortune. Over her 52 years of service, the Steinbrenner was involved in several accidents, including sinking after a collision on the St. Marys River in 1909 and another collision in Whitefish Bay. Yet, she remained a stalwart of the lake freighter fleet, carrying vital cargoes to the steel mills on Lake Erie.
Sinking of the Henry Steinbrenner
In the early hours of May 10, 1953, the Henry Steinbrenner set off from Superior, Wisconsin, loaded with nearly 7,000 tons of iron ore bound for the steel mills on Lake Erie. The weather was calm initially, but forecasts predicted worsening conditions later in the day. Despite this, Captain Albert Stiglin decided to proceed with the voyage, a common decision among captains of the time who often faced unpredictable weather with little advanced warning.
By the afternoon, the forecasted gale had arrived, bringing with it powerful winds and massive waves. Although the ship's deck was secured, Captain Stiglin did not have his crew place tarpaulins over the vessel's twelve leaf-type "telescoping" hatch covers, which were not watertight. As the storm intensified around 8 p.m., one of the hatch covers worked loose, allowing water to pour into the cargo hold. Despite efforts to secure it, the violent winds and waves repeatedly dislodged it.
As the storm worsened, conditions became too dangerous for the crew to be on deck. Pumps were started, but the flooding continued unabated. By the morning of May 11, it was clear that the Henry Steinbrenner was doomed. Shortly after 7 a.m., the ship broadcast an SOS. Captain Stiglin ordered the crew to abandon ship at 7:35 a.m. As the vessel settled into the water, chaos ensued, with several men ending up in the water or suffering injuries. The ship sank quickly, approximately 15 nautical miles south of Isle Royale Light.
Alerted by the SOS, several nearby steamers, including the Wilfred Sykes, Joseph H. Thompson, D.M. Clemson, D.G. Kerr, William E. Corey and the Canadian ship Hochelaga, rushed to the scene to search for survivors. The Joseph H. Thompson, under Captain Robert F. Leng, found a life raft with six men aboard. The D.M. Clemson, captained by Arthur M. Everett, discovered a lifeboat and carefully maneuvered to rescue the survivors. The Wilfred Sykes also rescued men from another lifeboat.
In the end, 17 men were lost in the tragedy. While some criticized the crew for not using tarpaulins on the hatches, it likely wouldn’t have mattered due to the severity of the storm. The loss of the Henry Steinbrenner spurred Great Lakes vessel operators to retrofit older ships with watertight single-piece hatch covers during rebuilds, enhancing their resilience against such storms.
For decades, the final resting place of the SS Henry Steinbrenner remained a mystery. It wasn't until September 2023 that shipwreck hunters finally located the wreck in 750 feet of water, providing closure to a tragic chapter in Great Lakes maritime history.
SS Chester A. Congdon Shipwreck
The SS Chester A. Congdon was a grand steel-hulled lake freighter, launched on August 29, 1907, by the Chicago Shipbuilding Company in South Chicago, Illinois. Measuring 552 feet in length, with a beam of 56.16 feet and a depth of 26.42 feet, the Congdon was designed to be a titan of the Great Lakes, boasting a gross tonnage of 6,530. Her primary role was to transport grain, a crucial commodity in the burgeoning industrial landscape of early 20th-century America.
Owned initially by the Holmes Steamship Company and later by the Acme Transit Company, the Congdon spent her career navigating the treacherous waters of the Great Lakes. In 1912, she was renamed Chester A. Congdon after being sold to the Continental Steamship Company. Despite her impressive size and power, she was no stranger to misfortune. Over her 11 years of service, the Congdon was involved in several accidents, including running aground near Cana Island and striking a breakwater in Fairport Harbor. Yet, she remained a stalwart of the lake freighter fleet, carrying vital cargoes across the Great Lakes.
Sinking of the Chester A. Congdon
In the early hours of November 6, 1918, the Chester A. Congdon set off from Fort William, Ontario, loaded with 380,000 bushels of wheat bound for Port McNicoll, Ontario. The weather was initially calm, but a heavy storm soon developed as she left the shelter of Thunder Bay. Captain Charles J. Autterson decided to return and anchor in Thunder Bay until the storm subsided. At 10:15 a.m., the Congdon headed back into open water, but a thick fog descended on Lake Superior shortly after passing Thunder Cape.
At 1:08 p.m., the Chester A. Congdon ran aground on the southern end of Canoe Rocks, on the northeast point of Isle Royale. The impact was devastating. Efforts to salvage the ship were thwarted by another storm on November 8, which broke the Congdon in two. She was declared a total loss, becoming the largest financial loss on the Great Lakes up to that point.
The Chester A. Congdon's wreck is the largest shipwreck of Isle Royale. Resting mostly intact in two pieces, with the bow on the south side of the reef now known as Congdon Shoal in 60 to 120 feet of water, and the stern on the north side in 20 to 210 feet of water, her wreck has become a popular site for recreational divers. Listed on the National Register of Historic Places on June 14, 1984, the wreck serves as a poignant reminder of the perils faced by those who navigated the Great Lakes.
The Tragic Tale of the SS Thomas Wilson
The SS Thomas Wilson was a grand example of a whaleback freighter, launched on April 30, 1892, by the American Steel Barge Company in Superior, Wisconsin. Measuring 308 feet in length, with a beam of 38 feet and a depth of 24 feet, the Wilson was designed to be a titan of the Great Lakes, boasting a gross tonnage of 1,713. Her primary role was to transport bulk freight such as iron ore, coal and grain, crucial commodities in the burgeoning industrial landscape of early 20th-century America.
Owned and operated by the American Steel Barge Company, the Wilson spent her career navigating the treacherous waters of the Great Lakes. Despite her innovative design and powerful propulsion system, she was no stranger to misfortune. Over her 10 years of service, the Wilson was involved in several accidents, including sinking after a collision on the St. Marys River in 1909. Yet, she remained a stalwart of the lake freighter fleet, carrying vital cargoes across the Great Lakes.
Sinking of the Thomas Wilson
In the early hours of June 7, 1902, the Thomas Wilson set off from Duluth Harbor, loaded with Mesabi iron ore. The weather was initially calm, prompting the crew to leave the hatches open. Meanwhile, the George Hadley, a 2,073-ton wooden steamer, was inbound for Duluth Harbor. The tugboat Annie L. Smith redirected the Hadley to Superior Harbor, but the captain of the Hadley, unaware of the Wilson's position, made an abrupt turn to port without signaling.
The collision was inevitable. The Hadley struck the Wilson just forward of the aft hatch, causing the Wilson to roll over to port and then right itself before sinking rapidly by the bow. Within three minutes, the Thomas Wilson had vanished beneath the waves, taking nine of her twenty-man crew with her. The ship and its cargo were valued at $207,000 (equivalent to $7,289,585 in 2023), marking a significant loss for the shipping industry.
The sinking of the Thomas Wilson led to significant changes in operating procedures at Duluth Harbor. New rules mandated that ships could not leave the harbor with open hatches, could not pull out from another ship following a collision, and required pilots to alert the captain when another vessel was sighted. Additionally, all ships were required to be equipped with signal systems to warn of danger.
The wreck of the Thomas Wilson rests in 70 feet of water less than a mile outside the entrance of the Duluth Ship Canal. The stern of the ship is substantially complete, although a large section of the midship has been broken apart by other ships dragging anchors through the wreck. The interior of the ship has survived largely intact, with relatively few items removed by divers. Artifacts from the shipwreck are on display at the Meteor Maritime Museum in Superior, Wisconsin.
Lake Superior Fast Facts
Why is it so Hard to Find Shipwrecks in Lake Superior?
The challenges of discovering shipwrecks in Lake Superior stem from its vast area, deep waters and the lake's often harsh conditions. Spanning over 31,700 square miles, the sheer size of Lake Superior makes search operations daunting. Many shipwrecks lie hundreds of feet below the surface, in water so deep that light barely penetrates. These depths require advanced technology for exploration and discovery.
The lake's cold temperatures also play a significant role. With water temperatures often remaining just above freezing, divers face dangerous conditions. Moreover, the lake's thermocline, a layer of rapid temperature change, can create difficult diving conditions and limit the time divers can spend at great depths.
Lake Superior's notorious weather adds another layer of difficulty. Sudden storms, high winds and heavy fog can hinder search efforts and make navigation treacherous. Historical records of shipwrecks are often incomplete or inaccurate, complicating the task of locating these lost vessels.
To overcome these challenges, researchers rely on advanced technology, such as side-scan sonar, which can map the lakebed and detect anomalies that might indicate a wreck. Remotely Operated Vehicles (ROVs) and Autonomous Underwater Vehicles (AUVs) are also essential, allowing researchers to explore and document shipwrecks without the risks associated with deep diving.
How Many Shipwrecks are in Lake Superior?
Lake Superior is estimated to contain around 550 shipwrecks, with only about half of them discovered to date. This high number is a testament to the lake's treacherous conditions and the intense maritime activity that has taken place over the centuries. Each discovered wreck adds a piece to the puzzle of the lake’s storied past.
Which Great Lake Has the Most Shipwrecks?
Lake Erie holds the record for the most shipwrecks among the Great Lakes, with an estimated 2,000 wrecks. However, Lake Superior is often considered the most dangerous due to its cold temperatures, deep waters and sudden, violent storms.
Why Are There So Many Shipwrecks in the Great Lakes?
The Great Lakes have long been a vital transportation route for cargo and passengers. The combination of heavy maritime traffic, unpredictable weather and the technical challenges of navigating these large inland seas has led to a significant number of shipwrecks over the centuries. The lakes' propensity for violent storms, especially in the fall, has earned them a fearsome reputation among sailors.
When Did the Last Ship Sink in Lake Superior?
The last major shipwreck in Lake Superior occurred in November 1975, when the SS Edmund Fitzgerald sank during a severe storm. The loss of the Fitzgerald, along with her entire crew of 29 men, remains one of the most well-known maritime disasters in Great Lakes history. The wreck was a stark reminder of the dangers that still lurk beneath the lake's surface.
The Legend Lives On
The story of Lake Superior's shipwrecks is a testament to the power of nature and the resilience of those who dared to navigate its waters. Each wreck, from the SS Arlington to the SS Edmund Fitzgerald, tells a unique tale of bravery, sacrifice and the enduring human spirit.
Lake Superior, with its vast expanse and often treacherous conditions, remains a formidable challenge for mariners and researchers alike. The estimated 550 shipwrecks scattered across its depths are not just remnants of the past but vivid reminders of the risks faced by those who relied on these waters for their livelihood. The discovery of only half of these wrecks highlights the ongoing mystery and allure of the lake, drawing historians, divers and adventurers to uncover its secrets.
In the end, the shipwrecks of Lake Superior are not just tales of tragedy but of human perseverance and the relentless pursuit of understanding the depths of our history. Each discovery adds a chapter to the ongoing narrative of the Great Lakes, ensuring that the legends of these waters, and the people who sailed them, will never be forgotten.
Shop Thieves’ River Lake Superior Tees
Celebrate the spirit of the Great Lakes and their rich maritime history with Thieves’ River Lake Superior Tees. Our collection features designs inspired by the legendary shipwrecks and timeless beauty of Lake Superior. Wear a piece of history and honor the brave souls who navigated these treacherous waters. Shop now and carry the legacy of Lake Superior with you.