50 years ago tonight, on the icy waters of Lake Superior...

"The church bell chimed 'til it rang twenty-nine times
For each man on the Edmund Fitzgerald"
 
I personally touched a life preserver from The Big Fitz at the maritime museum in Duluth.

Pretty spooky when you consider where it had been.
 
"The church bell chimed 'til it rang twenty-nine times
For each man on the Edmund Fitzgerald"

And all that remains,
Are the faces and the names,
Of the wives and sons and the daughters.

Here are my favorite lines ...



The legend lives on from the Chippewa on down
Of the big lake they called Gitche Gumee
The lake, it is said, never gives up her dead
When the skies of November turn gloomy

With a load of iron ore twenty-six thousand tons more
Than the Edmund Fitzgerald weighed empty
That good ship and true was a bone to be chewed
When the gales of November came early

The ship was the pride of the American side
Coming back from some mill in Wisconsin
As the big freighters go, it was bigger than most
With a crew and good captain well seasoned

Concluding some terms with a couple of steel firms
When they left fully loaded for Cleveland
And later that night when the ship's bell rang
Could it be the north wind they'd been feelin'?

The wind in the wires made a tattle-tale sound
And a wave broke over the railing
And every man knew, as the captain did too
T'was the witch of November come stealin'

The dawn came late and the breakfast had to wait
When the gales of November came slashin'
When afternoon came it was freezin' rain
In the face of a hurricane west wind

When suppertime came, the old cook came on deck sayin'
"Fellas, it's too rough to feed ya"
At seven PM, a main hatchway caved in, he said
"Fellas, it's been good to know ya"

The captain wired in he had water comin' in
And the good ship and crew was in peril
And later that night when his lights went outta sight
Came the wreck of the Edmund Fitzgerald

Does any one know where the love of God goes
When the waves turn the minutes to hours?
The searchers all say they'd have made Whitefish Bay
If they'd put fifteen more miles behind her

They might have split up or they might have capsized
They may have broke deep and took water
And all that remains is the faces and the names
Of the wives and the sons and the daughters

Lake Huron rolls, Superior sings
In the rooms of her ice-water mansion
Old Michigan steams like a young man's dreams
The islands and bays are for sportsmen

And farther below Lake Ontario
Takes in what Lake Erie can send her
And the iron boats go as the mariners all know
With the gales of November remembered

In a musty old hall in Detroit they prayed
In the maritime sailors' cathedral
The church bell chimed 'til it rang twenty-nine times
For each man on the Edmund Fitzgerald

The legend lives on from the Chippewa on down
Of the big lake they called Gitche Gumee
Superior, they said, never gives up her dead
When the gales of November come early
 
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A lot of people hate Gordo's song, but I can't think of a contemporary hit song that captured a real event which was this accurate and respectful.

I am not one of those, the song sends chills down my spine everytime I hear it.
 
Here are my favorite lines ...



The legend lives on from the Chippewa on down
Of the big lake they called Gitche Gumee
The lake, it is said, never gives up her dead
When the skies of November turn gloomy

With a load of iron ore twenty-six thousand tons more
Than the Edmund Fitzgerald weighed empty
That good ship and true was a bone to be chewed
When the gales of November came early

The ship was the pride of the American side
Coming back from some mill in Wisconsin
As the big freighters go, it was bigger than most
With a crew and good captain well seasoned

Concluding some terms with a couple of steel firms
When they left fully loaded for Cleveland
And later that night when the ship's bell rang
Could it be the north wind they'd been feelin'?

The wind in the wires made a tattle-tale sound
And a wave broke over the railing
And every man knew, as the captain did too
T'was the witch of November come stealin'

The dawn came late and the breakfast had to wait
When the gales of November came slashin'
When afternoon came it was freezin' rain
In the face of a hurricane west wind

When suppertime came, the old cook came on deck sayin'
"Fellas, it's too rough to feed ya"
At seven PM, a main hatchway caved in, he said
"Fellas, it's been good to know ya"

The captain wired in he had water comin' in
And the good ship and crew was in peril
And later that night when his lights went outta sight
Came the wreck of the Edmund Fitzgerald

Does any one know where the love of God goes
When the waves turn the minutes to hours?
The searchers all say they'd have made Whitefish Bay
If they'd put fifteen more miles behind her

They might have split up or they might have capsized
They may have broke deep and took water
And all that remains is the faces and the names
Of the wives and the sons and the daughters

Lake Huron rolls, Superior sings
In the rooms of her ice-water mansion
Old Michigan steams like a young man's dreams
The islands and bays are for sportsmen

And farther below Lake Ontario
Takes in what Lake Erie can send her
And the iron boats go as the mariners all know
With the gales of November remembered

In a musty old hall in Detroit they prayed
In the maritime sailors' cathedral
The church bell chimed 'til it rang twenty-nine times
For each man on the Edmund Fitzgerald

The legend lives on from the Chippewa on down
Of the big lake they called Gitche Gumee
Superior, they said, never gives up her dead
When the gales of November come early

So we can't count you as one of those who don't like the song either. You're in good company.
 
A lot of people hate Gordo's song, but I can't think of a contemporary hit song that captured a real event which was this accurate and respectful.

I can't imagine why...I'm a sailor...I have been all my life since age 16.

I've had vessels sink out from under me.

I've been to the services of men who never came back.

In other words, I've got the bona fides to comment...and I have always found it an honest and, as you noted, a respectful account of a horrible night for those men on board.

Does anyone know,
Where the love of God goes,
When the waves turn the minutes to hours?


Indeed.

7 years ago this night I was underway with a new vessel, Sturgeon Bay bound to New Orleans and I played this song as a memorial.
 


I need to take this trip shortly...

Oh, I bid farewell to the port and the land
And I paddle away from brave England's white sands
To search for my long ago forgotten friends
To search for the place I hear all sailors end

As the souls of the dead fill the space of my mind
I'll search without sleeping 'till peace I can find
I fear not the weather, I fear not the sea
I remember the fallen, do they think of me?
When their bones in the ocean forever will be

Plot a course thro' the night to a place I once knew
To a place where my hope died along with my crew
So I swallow my grief and face life's final test
To find promise of peace and the solice of rest
As the songs of the dead fill the space of my ears
Their laughter like children, their beckoning cheers
My heart longs to join them, sing songs of the sea
I remember the fallen, do they think of me?
When their bones in the ocean forever will be
When at last before my ghostly shipmates I stand
I shed a small tear for my home upon land
Though their eyes speak of depths filled with struggle and strife
Their smiles below say I don't owe them my life

As the souls of the dead fill the space of my eyes
And my boat listed over and tried to capsize.
I'm this far from drowning, this far from the sea,
I remember the living do they think of me?
When my bones in the ocean forever will be.
Now that I'm staring down at the darkest abyss
I'm not sure what I want but I don't think it's this
As my comrades call to stand fast and forge on
I make sail for the dawn 'till the darkness has gone

As the souls of the dead live for'er in my mind
As I live all the years that they left me behind
I'll stay on the shore but still gaze at the sea
I remember the fallen and they think of me
For our souls in the ocean together will be.
I remember the fallen and they think of me,
For our souls in the ocean together will be
 
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A lot of people hate Gordo's song, but I can't think of a contemporary hit song that captured a real event which was this accurate and respectful.

The only thing I disagree with is blaming all on the weather..

My brother was on the sister ship,,in the same water.. the same night.

Pushing for Tonnage,, His Shipper pulled into shelter.
 
I was in the Army, in Hawaii when it came on the radio,, and I remembered the name.. I called home to check on my brother because I knew he worked the same line..

My Dad said then the Captain should have lost his license years before. My Dad was the guy that Fueled the Boats.
 
The only thing I disagree with is blaming all on the weather..

My brother was on the sister ship,,in the same water.. the same night.

Pushing for Tonnage,, His Shipper pulled into shelter.

Yep, not the first ship done in by the master's desire to be there firstest with mostest.

If we still had people with real talent writing music and songs, they'd have a memorial song as well.

iu


iu
 
Copy/Paste from FB
And a good read on the event,

November 10, 1975: The Wreck of the Edmund Fitzgerald
By Karl Bohnak
November 1975 began with record warmth across the Upper Midwest including the Great Lakes and Upper Michigan. The thermometer flirted with 70 on several days during the first week of the month as a big, broad ridge of warm high pressure aloft centered itself over the mid-continent. As the week came to a close, changes began. By November 7, the ridge was shoved to the East Coast as Pacific energy began working from the West Coast into the Great Plains. Colder air gradually seeped into the Rockies and spread eastward. At the same time, a strong disturbance shot southeastward out of the Gulf of Alaska toward the lower 48. It was this ripple in the flow that initiated Colorado low-pressure development late on the 8th.
The Colorado low centered itself over central Kansas that morning. At the same time, the Wilfred Sykes, captained by Lake Master Dudley Paquette, was taking on a load of ore at Superior, Wisconsin. The Sykes was the flagship of Inland Steel Company. On the other side of the loading dock, opposite the 678-foot ore carrier was the majestic Edmund Fitzgerald, the 729-foot pride of the Oglebay Norton fleet.
It was another beautiful morning, with a high, thickening cloud cover and a light southeast wind. It looked, on the surface, like it would be another smooth down-bound trip, but Paquette, who grew up in Marquette, knew better.
Author Hugh E. Bishop interviewed Paquette years after the disastrous storm. He told Bishop that weather observation was important on his ship. “Ever since I first made captain 11 years before, I had insisted that my mates monitor weather reports and record all the pertinent information on our running chart in the pilothouse,” he said. His analysis of the weather situation on the morning of November 9, 1975 told him something big was brewing. “I could see from our charts that we had all the early signs that this was going to be a serious storm,” he told Bishop. “I saw no reason to challenge it.”
The chart indicated to the weather-wise captain that the longer “north shore” route was his best and safest option. This detour from the usual course right across the lake followed Lake Superior’s Minnesota shore through the 16-mile-wide passage between Isle Royale and the Ontario shore. This route would afford protection from the northeast gale he anticipated, allowing him to duck the Sykes behind Sleeping Giant, the appendage of land that extends north to south into the lake near Thunder Bay, Ontario.
Paquette’s analysis was confirmed by a private weather forecasting company retained by Inland Steel. “We really worked pretty directly with Mr. Block, the chairman of the board of Inland Steel,” says Ontonagon resident John Murray. In 1975, Murray was part owner of Murray and Trettel, a weather consulting firm based in Chicago. “He called and we had put him on notice that there was a major storm brewing,” he recalls. “We told him that when the Sykes had loaded, it ought not try to get across Lake Superior that particular day.” Murray’s company provided reassurance to Inland Steel that the captain of their flagship was making the right decision in taking a route that would slow up delivery of the Syke’s cargo. “That’s a major thing for them to hold up a day—it costs them,” explains Murray.
On the other hand, Captain Ernest McSorley, master of the Fitzgerald, had a reputation for always being in a hurry. This 40th trip of the 17-year-old vessel would be no exception; with the last bit of the 26,000 tons of ore loaded, the boat quickly pulled away from the dock while the crew clambered to secure hatch covers. A while later, the Sykes’ ship to shore radio picked up a conversation between McSorley and Bernie Cooper, captain of the Arthur M. Anderson. Cooper had pulled out of Two Harbors, Minnesota, a little earlier. The two captains discussed the advisory the Weather Bureau had put out for gales on the lake. Despite the forecast and a rising wind, they decided to take the usual Lake Carriers Association down-bound route right across the lake. The men decided to travel closely just in case the storm got as bad as the forecast suggested. That way they could monitor each other’s progress and decide in tandem what to do if the seas got rough.
Paquette was not swayed by the other captains’ decision. The Sykes was topped off and pulled out of Superior at about 4:15 p.m. The wind was just starting to pick up out of the northeast as the low-pressure storm system drifted closer.
Joe Warren, of Wakefield, was a 23-year-old deckhand on the Arthur M. Anderson in 1975. He remembers the northeast wind coming up as soon as they left Two Harbors. “I was the only one putting the boarding ladder away,” he says. “It started blowing up in the air and I grabbed a hold of it and ended up about 10 or 15 feet off the deck. Like an idiot, I saved it instead of just letting it go. I saved the ladder, putting myself at great risk.”
As the night wore on, the storm intensified and pulled northeastward, positioning itself over central Wisconsin by midnight. As testimony to the system’s intensity, severe thunderstorms broke out near the center of the storm. The Fitzgerald and the Anderson were now battling 50-knot northeast winds and mounting seas. On the lee of Isle Royale, Paquette was amazed at the size of the waves: “I’ve seen my share of big storms,” he told Bishop. “But the seas still built to a size I couldn’t believe. They materialized in giant waves that cleared the bow and washed the pilothouse windows with a gushing sound that I had never heard before.”
Warren slept well in his cabin on the Anderson that night despite the rough weather. “I always slept like a baby in rough weather,” he says. “But I had never been on a ship before that went out in bad weather.” He explains that he always sailed on older ships. When a big storm came up, the older ships went to anchor. He said this class of ship—steel freighters with diesel engines—did not go to anchor because it was believed they could not sink.
When Warren went to breakfast the next morning, he learned that one of the wheelsman barely escaped with his life the night before. “A wave came up over the observation deck. He went outside and if he hadn’t grabbed onto the hand rail, he would have been washed overboard.”
The storm worsened during the day and McSorley and Cooper decided to head for protection from the northeaster on Canada’s north and east shore. The decision would have been a good one had the storm passed to the south of Lake Superior; then the northeast wind would have gradually backed northerly and eventually northwesterly, giving the ore carriers a tail wind to Sault Ste. Marie. In reality, the decision was disastrous; the storm’s actual path would eventually expose them to the worst this November gale had to offer.
Back on land, Jim Heikkila and his wife left Calumet bound for St. Paul, Minnesota. “I left Calumet and it was fine,” Heikkila remembers. “I probably had about normal time going over to Ironwood. From Ironwood to Duluth is where we had the problem.” The problem was a heavy snowstorm on the northwest side, or cold sector, of the storm. “As we went across Wisconsin, we ended up with a flat tire…and I had to change it right there in the snow,” says Heikkila. “Then my electrical system flooded out on me. By sitting there long enough the engine heat dried out the coil.”
Heikkila finally made it to Duluth through snow packed, drifted roads. “On the freeway from Duluth to St. Paul I only drove about 35 miles an hour,” he remembers. “All you could see was from one delineator to another.” He goes on to explain that highway delineators or markers are 250 feet apart; that is how poor the visibility was at the height of the storm. Despite that and the snow-filled roads, trucks kept passing Heikkila. The truck drivers probably felt their added weight would help them stay on the road; that plan did not work well: “We counted 24 trucks in the ditch on our way,” recalls Heikkila. A trip that normally took about three hours took between six and seven hours to complete.
The storm center passed near Marquette early on Monday, November 10 and kept a steady northeast movement while intensifying. The wind shifted northwest, then west, as the low lifted north of Lake Superior and headed toward James Bay. The wind shift found Paquette and his ship tucked safely on the windward side of the lake. The Fitzgerald and Anderson, however, were in trouble; they were placed on the leeward side with a couple hundred miles of open water for the wind to churn before reaching them.
“At lunchtime, the wind started picking the water off the lake in sheets,” recounts Warren. “It was just literally tearing the water off.” A while later, one of Warren’s shipmates took him up to an observation point several levels up to look out a porthole. Warren couldn’t believe what he was seeing. “A wave was coming up over the observation deck—the deck just below the pilothouse,” he recalls. “It went over the deck crane, which was parked on the forward end and came back, and when it hit the aft end, it shook the whole ship. You could hear the lifeboats getting smashed to smithereens.”
While Warren was watching the spectacle from his observation porthole, the ship continued to pitch and roll violently. “It kept getting worse and worse,” Warren recounts. “The ship was making horrific noises. In the bowels, deep down in the ship it was just, BRAAAAH, WRAAAAAH—it was just the unbelievable sound of steel bending.
Later, the Anderson’s chief engineer came up and just then, the Fitzgerald could be spotted going by on the Anderson’s starboard side. “I will never, never forget what he said,” says Warren. “He said, ‘That old man [referring to McSorley] is either going to put ‘er on the bottom or he’s going to tear the engine out of ‘er.’ At least Cooper, my captain, checked down.”
Warren explains that Cooper had slowed the Anderson down to the point where they were just maintaining headway, while McSorley blew by them. He says that slow and easy was the safest thing to do under those conditions. Even then, their ship was under tremendous stress. “I had never seen the flex and the bend or heard steel groan in such a horrific way. The waves had turned into mountains,” he remembers. “The seas were running so big, if you’re just running like in normal weather, you’re taking on more water, you’re doing a lot more twisting of your ship.”
Modern computer models using actual data from the storm clearly show the Edmund Fitzgerald’s perilous position. “It ended up in precisely the wrong place at the absolute worst time,” explains Tom Hulquist, Science Operations Officer at the National Weather Service (NWS) in Marquette. Hulquist used a wind and wave model to show that the wind reached its peak of intensity while the waves reached their highest point on the eastern end of the lake at around 7:00 in the evening on November 10, the time McSorley was making a run to bring his crippled vessel into the relative shelter of Whitefish Bay. Earlier, the Fitzgerald had begun taking on water and developed a list. She had also lost her radar and sustained some top-side damage.
On land, as testimony to the severity of the blow, the NWS at Sault Ste. Marie had major problems trying get off its weather balloon at the customary 7:00 p.m. launch time. A large, helium-filled balloon is sent up with an instrument called a radiosonde attached to it. This device radios back information on wind, temperature, moisture and pressure at different levels of the atmosphere.
John Wallis was in charge of the office at that time, but he was not at work. “November 10th was the last day of a ten-day vacation I took to help my wife with our newborn daughter,” he remembers. He was called into work anyway; the technicians back at the office were having problems getting a launch off in the increasing wind.
Wallis worked with them in a second attempt but they were still unable to get the balloon up. “The third time we had this guy from Alaska,” recalls Wallis. “He had experience with high winds. He got it up, and as the balloon rises, the wind catches the instrument and blows it up into the balloon and POP!” The radiosonde punctured the balloon and the device came crashing to the ground. That night there were no upper-air measurements from Sault Ste. Marie.
Back on the lake, Warren and his crewmates felt small. “We looked like a canoe on those mountains of water,” he recalls. “When you’d go down those mountains, you wondered if we were going to come up. It wasn’t fun anymore. I talked to the guy upstairs. I said, ‘Calm it like you did way back when, anytime.’” After his prayer, the waves were still ferocious, but Warren felt a sense of peace and went down to his cabin, read a little and then actually fell asleep. When he woke up, he heard a commotion outside his cabin. “The guys were cursing out in the companion way,” he explains. “I went outside and said, ‘What the hell’s going on?’ They said, ‘The Fitzgerald sank and we’re going back out to look for survivors.’ The guys were so upset because we had made it around the point into Whitefish Bay and now we had to go back out in rough weather.”
The seemingly impossible had happened. A modern steel freighter, one of the largest on the lakes at the time, had gone down without a whimper. “I put on every stitch of warm clothing I had,” remembers Warren. “It was so cold, I could only stay out for 10, 15 minutes at a time.” He and another crewmember took turns shining a light onto the lake, looking for survivors or some sign of the ore carrier. “We found a lot of the wreckage—from life-ring buoys to different stuff, but that was it.” There was no sign of the Fitzgerald’s 29 crewmembers.
The next year, Gordon Lightfoot’s song about the disaster became one of the top pop hits of the year. The haunting ballad etched the tragic last voyage of the ore boat into our collective memories and brought national attention to Lake Superior and its infamous “Gales of November.”
 
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