Nomad lakes , or lakers , are bulk carriers that pack the Great Lakes in North America. These ships are traditionally called boats, although they are classified as boats.
Lakers carry bulk material loads such as limestone, iron ore, grain, coal, or salt from mines and fields to dense industrial areas into lakes. 63 commercial ports handled 173 million tonnes of cargo in 2006. Due to winter ice in lakes, navigation seasons are usually not year-round. The Soo Locks and Welland Canal are closed from mid-January to late March, when most of the boats are prepared for maintenance. Crew members spend these months on the ground.
Depending on the application, lakers can also be referred based on their type, such as oreboats (especially for iron ore), straight decker i> (carry bulk cargo), sternenders (all cabins at the back), self unloaders (with self unloading gear), longboats slender them), or lakeboats , among others.
In the mid-20th century, 300 lakers worked on the Lake, but at the beginning of the 21st century there were less than 140 active lakers. One of the most famous is the SSÃ, Edmund Fitzgerald , which drowned in 1975, the largest new and largest ship destroyed on the Lake.
Video Lake freighter
Lakers vs. kue asin
Through the Saint Lawrence Seaway, the smaller people have access to the ocean, and some sailing ships have access to the Lake. Visiting ships will be called "salties". Many modern ships are too big for a relatively small key in Saint Lawrence Seaway, so great salties can not travel further inland than Montreal, Quebec. Since one of the Soo Locks is bigger than the Seaway's key, the salties that can pass Seaway can travel anywhere on the Great Lakes. Similarly, the largest lakers are limited to Upper Lakes (Superior, Michigan, Huron, Erie) because they are too big to use Seaway keys, starting at the Welland Canal that passes Niagara River.
Due to their deeper draft, and a lower buoyancy of fresh water, the salties can receive some payload on the Great Lakes, "topping off" when out of Seaway.
Maps Lake freighter
Cargo
Lakers are generally bulk carriers; that is, they carry a load of rocks, ores, salts or grains in a large adjoining plot, not packed in containers. The previous vessels required railroad cars to disassemble the ore dock and unload machines at the receiving dock, but modern lakers are self unloader, allowing them to dismantle faster and in more harbors.
The most common cargo types in the Great Lakes are taconite, limestone, grains, salt, coal, cement, gypsum, sand, slag, and potassium. Most of the cargo supplies an automotive steel industry plant, centered around the Great Lakes due to the convenience of transportation. Other destinations include coal-fired power plants, salt-dome roads and highway docks, where limestone is dismantled for the construction industry. US-flagged ships carry the bulk of the trade, accounting for two-thirds of all payloads by weight. The US stomach carries mostly iron, limestone and cement while Canadian vessels carry most of the potash and almost all salt and grains move in the lake.
Destination ports, ship size and legal restrictions strongly influence the transport pattern. Large US vessels carry most of the iron ore in the lake (79%) from US mines to US plants. This reflects the requirements of the Jones Act, as well as industries that use large volumes of material while concentrated in several major port locations. Canadian salt and wheat can be transported to smaller ports in one of the smaller, mostly Canadian ships, which can also enter St. Lawrence Seaway with Canadian ports in Montreal and Quebec City.
Size
The largest vessel in the lake is 1000 feet (300 m). These ships are between 1,000 and 1,013.5 feet (304.8 and 308.9 m) in length, 105 feet (32 m) wide and 56 feet (17 m) deep. They can carry as many as 78,850 tons of length (80,120 tons) of bulk cargoes even though their loading depends on the lake water level especially in the canals and harbors. A dozen of these ships were built, all built between 1976 and 1981, and all remain in operation today. The most powerful of these is MV Edwin H. Gott, who carries two DMRV-16-4 diesel engines The company is driving twin propellers and rated at 19,500 brake horsepower (14,500 kW), making it the ultimate powerful lake boat by the sea. It allows a top speed of 16.7 miles per hour (14.5 kn; 26.9 km/h). MV Edwin H. Gott was repowered in 2011 with two MaK/Caterpillar 8M43C engines, each rated at 9,650 horsepower brakes (7,200 kW), and other cargo carriers have been reproduced as well. MVÃ, Paul R. Tregurtha is the largest boat in the lake, at 1,013 feet 6 inches (308.91 m) and a capacity of 68,000 gross tons. Stewart J. Cort , are the first 1000 feet to be employed on the Lake, and are also the only ones built in the traditional style of Great Lake style (though all accommodation is advanced, and the stern dechouse is occupied by equipment unloading themselves and machines). Stewart J. Cort began life in Mississippi, and sailed as a much smaller ship consisting only of the bow and stern (called Hull 1173 at the time and nicknamed "Stubby"), to Erie, Pennsylvania, where it was cut in half and an additional 800 feet of hull were added. Another interesting 1000-footer is the Presque Isle , a combination of pull and a unified barge. Presque Isle is the largest composite attraction/barge in the world.
All 1000-footers are US ships. Canadian Fleet needs to travel to and from major cities along St. Lawrence Seaway, so the largest length for a Canadian vessel is 740 feet (230 m) (Seawaymax-size). The reason for this standard length is the Welland Canal, which passes Niagara Falls. The key here is approximately 800 feet (240 m) long, and for security reasons, limits the maximum length of the vessel. Because of the Jones Act, Canadian vessels can not carry ore from American mines to American plants. This ore is the usual cargo of the largest ship.
More common are lake boats in 600 and 210 feet (180 and 210 m), due to the limits of the Welland Channel. These ships vary greatly in configuration and cargo capacity, which is capable of transporting between 10,000 and 40,000 tons per trip depending on each boat. These smaller boats can serve smaller ports around the Lake that have irregular needs for their services. The latest major ship built for bulk cargo in lakes is an articulated bargain/barge drag Ken Boothe Sr./Lakes Contender . Barge 740ft Lakes Contender and kick 135-feet (41 m) Ken Boothe Sr. started operations in 2012.
- Introduction to bulk goods (self unloaders)
- American Integrity (1000 ft ÃÆ'â € "105 ft)
- American Spirit (1004 ft ÃÆ'â € "105 ft)
- American Century (1000 ft ÃÆ'â € "105 ft)
- Edgar B. Speer (1004 ft ÃÆ'â € "105 ft)
- Edwin H. Gott (1004 ft ÃÆ'â € "105 ft.) The most powerful engine on the Great Lakes.
- James R. Barker (1004 ft ÃÆ'â € "105 ft) first 1000-footer standard construction
- Mesabi Miner (1004 ft ÃÆ'â € "105 ft)
- Paul R. Tregurtha (1013 ft 6 in ÃÆ'â € "105 ft) The largest ship on the Great Lakes
- Stewart J. Cort (1000 ft ÃÆ'â € "105 ft) First 1000 ft boat on the Lake
- Burns Harbor (1000 ft ÃÆ'â € "105 ft)
- Port of Indiana (1000 ft ÃÆ'â € "105 ft)
- Walter J. McCarthy Jr. (1000 ft ÃÆ'â € "105 ft) Highest cargo capacity (78,850 tonnes)
- The combination of Tug/barge (ITB)
- Presque Isle (1000 ft ÃÆ'â € "104 ft 7 in) Only a 1000 ft tug/barge unit
Design
Since these ships had to cross the Great Lakes Waterway key, they all had the same features, and their looks were different from the same size sea-carrying vessels. For example, they are narrower and generally longer. The initial variation of the type (designed by Alexander McDougall and built from 1887 to 1898) is a "whaleback" design, which features significant tumblehome on the side of the hull and round arc, looking somewhat like the whale's back. Where the regular ship's superstructure has a bridge in the middle of the vessel, the lake carrying vessel usually has a bridge and a related superstructure on the bow. Traditionally they have a second island, above the engine room at the stern. The double-wheeled boats were built between 1869 and 1974. R. J. Hackett shows style and the second Algosoo is the last ship designed in this way. Newer Lakers built, such as CSL Niagara , have a large single superstructure island in the stern.
The speed of the ship is not as important in the Lake as it is in the oceans. Ports are often closer than in the sea trade, so cargo capacity is more important than speed. The lake ships are designed with the largest box coefficients to maximize ship size in many locks in the Great Lakes/St Lawrence Seaway system. Therefore, the ship's designers prefer the bow cutting over a simplified bow. After World War II, several sea tanker ships and tankers were transported to the Great Lakes and converted into bulk carriers as a way to acquire ships at low cost. Some of them serve well in the role and continue to sail today ( Lee A. Tregurtha , and some others).
Another feature that distinguishes Lake vessels versus Ocean ships is the charge hatch configuration. On a lake boat, the hatches are traditionally spaced 24 feet (7.3 m) apart. This configuration is required to match the hatch to the loading facility. At the turn of the nineteenth century, most ore loading facilities have channel loading which is every 12 feet (3.7 m) away. The ship designer uses this pattern for hatch configuration. This pattern continues today, even with modern lake ships. A lake vessel has more hatching than an ocean liner of the same length.
The biggest inner key in Soo is Poe Lock which has a length of 1,200 feet (370 m) and a width of 110 feet (34 m). Due to size limitation, thirty boats on the lake can only pass between Lake Superior and Lake Huron using Poe's key even though nothing approaches key size. Many lakers are confined to the Lakes, as they can not navigate the St. Lawrence Seaway which has a key allowing a maximum ship size of 740 feet (230 m) or 78 feet (24 m) in width. The shallow draft imposed by the river (the depth of the control is 27 feet (8.2 m) on the St. Marys and 21 feet (6.4 m) on Lake Saint Clair) limits the Lakers' cargo capacity, but it partially recovers in additional length and design their boxes. Since the Great Lakes waves never reach the length or period of large ocean waves, especially compared to the wave heights, the vessels are in danger of being less than suspended between two waves and breaking, so the ratio between ship length, ray and depth can be slightly greater than ship. The lake vessels generally have a long beam to 10: 1 ratio, whereas naval vessels are usually 7: 1. Key dimensions are the deciding factor in the construction of lake vessels.
Age
Since freshwater lakes are less corrosive to ships than saltwater from the oceans, many of the Lakers continue to operate for long periods and the fleets have a much higher average age than the fleets. The average age of the laker is 40-50 years, boats older than 50 years are not uncommon. Until 2014, SSÃ, St. Marys Challenger , was built in 1906 as William P. Snyder (552Ã, ft, 168 m), is a ship oldest in active duty on the Lake. He is managed by Port City Steamship and owned by St. Mary's Cement, a subsidiary of Votorantim Cimentos. EM Ford has one of the longest careers, built in 1898 (such as Presque Isle - 428Ã, ft., 130 m) and still sailed on the lake 98 years later in 1996. In the year 2007 he still floats as a stationary transport vessel at a cement silo on the river bank in Saginaw. He went to the scrap yard in November 2010 at Purvis Marine. J. B. Ford, built in 1904, last sailed in 1985 and in 2007 serving in the same capacity as E. M. Ford in different silk cement in Superior, Wisconsin. Some of the World War II vessels that are adorned are still active, although civilians, using such a tanker as Chiwawa and Neshanic, are now big cargo ships Lee A. Tregurtha and American Victory , respectively, and Landing Craft Tank 203, now the offshore Outer Island .
Latest Transport
Some shipping companies are building new cargoes to navigate the Great Lakes waters. Here is a new cargo that is being used or to be launched for use on the Great Lakes:
- Algoma Mariner - built by Chengxi Shipyard from Jiangyin, China, was delivered in August 2011 to Algoma Central Corporation.
- the Equinox class - a new class of lake landing vessels (five ordered from Mingde Shipyard from Nantong, China) and is expected to enter service in 2013-2014 for Seaway Marine Transport, a division of Algoma Central. Boat classes are created whenever new designs are used to build ships and are important when multiple ships are built for the same design plan. The ships will be used as bulk dry transports (two unbranded bulk carriers and three own loading and unloading). The first in the series, Algoma Equinox , was launched in 2013.
- Trillium Class - a new class of lake landing ships sent for Canada Steamship Lines in 2012 ( Baie St. Paul ) and 2013 ( Whitefish Bay , Thunder Bay and Baie Comeau ). An additional pair ( CSL Welland and CSL St. Laurent ) began operations on the Great Lakes in 2015. Design contract by Cooke Naval Architect Consultants Inc. in Canada.
Ship losses and crashes
The Great Lakes has a long history of shipwreck, grounding, storms, and collisions. From the sinking of 1679 Le Griffon with its featherweight to the loss of 1975 Edmund Fitzgerald, thousands of ships and thousands of lives were lost, and many ships were involved. cargo trading. The Great Lakes Shipwreck Museum uses an estimated 6,000 ship numbers and 30,000 lives lost. David D. Swayze has compiled a list detailing more than 4,750 documented shipwrecks, mostly commercial vessels and a list of known names of more than 5,000 victims of the ship's sinking. Maritime historian Mark Thompson reported that based on nautical records, nearly 6,000 shipwrecks on the Great Lakes occurred between 1878 and 1994, with about a quarter of those listed as total losses with a total of 1,166 lives lost.
The most recent disadvantage of modern lakers is (with the cause):
- SSÃ, Henry Steinbrenner May 11, 1953, Lake Superior, 17 out of 31 crew members died (flood after hatch cover lost during storm)
- SSÃ, Scotiadoc , June 20, 1953, Lake Superior, 1 of 29 crew dead, (hit by Burlington transport plane in thick fog)
- SSÃ, Carl D. Bradley , 18 November 1958, Lake Michigan, 33 of 35 crew members killed (split in two with hogging during a storm)
- SSÃ, Cedarville , May 7, 1965, Strait of Mackinac, 10 of 35 crew dead, (collision with Saltie Topdalsfjord )
- SSÃ, Daniel J. Morrell, 29 November 1966, Lake Huron, 28 of 29 crew members killed (split in two with hogging during a storm)
- SSÃ, Edmund Fitzgerald , 10 November 1975, Lake Superior, 29 out of 29 crew dead, (cause unknown during storm)
The salties of Prins Willem V and Monrovia also sunk on the Great Lakes during the 1950s; both collided with another ship. The saltie Francisco Morazan is a total loss after a run off of South Manitou Island on 29 November 1960. Another salvier Nordmeer grounded on Thunder Bay Island Shoal in November 1966 but before that could rejuvenated is further damaged in the same storm that drowns Morrell and is expressed as total loss.
Ships on the Lake have been involved in many lower incidents. The Lakers have often experienced grounding in ports and canals due to different levels of lakes and silting, collisions with objects (such as the 1993 Port of Indiana collision) with Lansing Shoals Light Station), ice sheets in during winter travel and ship fires (including unusual cases on in 2001 where the bridge fell to a Canadian carrier Windoc caused a fire). To prevent collisions and groundings, the Great Lakes are well served with lighthouses and lights, and floating navigation aids. US Coast Guard and Coast Guard Canada guard stations around the Great Lakes including a conversation opener and rescue helicopters. The US Army Engineers Corps and other agencies maintain ports and shipping to limit grounding by dredging and guarding.
November is the last month of traditional delivery before winter arrives (and the lake froze). This month saw most of the worst weather of the navigation season and has seen a number of disproportionate accidents. Dana Bowen mentioned that more than half of all erosion and one-third of all lost vessels ran aground between 1900-1950 disappeared during November.
Famous ship
The best-known luminaries are SSÃ, Edmund Fitzgerald (popularized by Gordon Lightfoot's "The Wreck of the Edmund Fitzgerald" in 1976), which sank on Lake Superior on November 10, 1975. Fitz is the first ship with a length of 729 feet (222 m) and the flagship of the Columbia Steamship Division of Oglebay Norton Co. MV Stewart J. Cort is the first of 1,000 feet (300 m) lifeboats.
The first Lakers with self-unloading equipment were Hennepin (formerly George H. Dyer ) small wooden laker which was replaced with equipment in 1902. The first Laker built as a self-unloader was Wyandotte launched in 1908. Prior to this, all ships were dismantled with shoreside equipment. Self-unloading equipment works well for cargo that can "flow" out of the holder into the belt, such as coal and limestone. It does not work well for grain, which flows too fast and will spit out conveyors, or iron ore, that will not flow well and will hang in the hold. Since the main charge for laker is iron ore, self-unloaders do not become common until the higher-grade ore runs out and taconite pellets were developed in the 1970s. Steam power first appeared in the 1860s and became a standard resource for more than a century. The 1967 Canadian Feux Follets Canadian boat 1967 is the last laker built with steam turbines and thus is the last steamship built on the lake. Ford Motor Company Henry Ford 2nd and Benson Ford in 1924 was the first lakeboat with a diesel engine. Diesel powerplants did not become standard until the 1970s. The last active vessel of the 1920s vintage, and the oldest ship still operating in non-specialized mass trading is the Maumee motor boat from Lower Lakes Transportation. He was built as William G Clyde for US Steel. Crapo ST, was not active since 1996, built to transport cement for Huron Cement Co. in 1927 and is the second ship of the design, the first being the same John G Boardman . company. S. T. Crapo is the last coal burning ship on the Great Lakes.
The classic front-and-rear cabin design with an open deck over the hatch begins with a 208-foot (63 m) long RJ Hackett, designed and built by Elihu Peck in 1869. The first hulled iron player was Brunswick , was launched in Detroit in 1881. Brunswick drowned after a collision later that year and seems little known. Many who followed Cleveland's contemporary press and credit footsteps Onoko as the first skinned laker, launched in 1882. Center of Onoko ' higher The section became standard for the lakers later. At 302 feet (92 m), Onoko is the first bulk carrier to hold the unofficial title of Queen of the Lakes (the longest ship on the lake). SS, Carl D. Bradley (1927 - 640Ã, ft (200 m)) holds the title for 22 years, longer than the other laker of the classic design. Carl D. Bradley is also known for breaking his back and drowning in a Michigan Lake storm in 1958. There are only two survivors.
The title of Queen of the Lakes is currently held by the modern Paul St Regregator of Paul R. Tregurtha . Launched in 1981 as William J. Delancy , and measuring 1,013.5 feet (308.9 m), Paul R. Tregurtha has held the title since its launch. Wilfred Sykes (1949 - 678 ft (207 m)) was considered the first of the modern lakers, and when converted to self-unloader in 1975 was the first to have the equipment mounted behind. Since then all the demolition equipment has been installed behind. Algoisle (formerly Silver Isle ) (1962 - 715.98 ft (218.2 m)) is the first modern laker built with all the rear cabins ("aft-ender" ), following the footprint of a massive ocean carrier and repeating the old-century form used by small river steam barges and whalebacks. Stewart J. Cort (1971) is the first 1,000 foot footer and the only "footer" built in the classic-front-and-back cabin style. Algosoo (1974 - 730 ft (220 m)) is the last laker built in classical style.
Also worth noting is the Edward L. Ryerson steamship vessel, widely known for its artistic design and the only straight-going (non-loaded) carrier carrier still in active service on the US side from The Great Lakes (the only other US straight decker that is still listed is John Sherwin , has not sailed since 1981 and is currently docking in Detour, Michigan after the conversion to self-unloader and repowering was suspended in November 2008). In the summer of 2006, Edward L. Ryerson was installed and started operation after a long-term start that began in 1998. Edward L. Ryerson is often used as a museum boat for tours. He was rehired due to the lack of reliable hulls on the Lake, and the need for more tonnage. (The Canadian Fleet maintains a number of active straight boards for use in transporting grains, which are unsuitable for its own demolition equipment Most of the current US grain is transported by train.)
In the movie, W. W. Holloway (since disappeared) is famous for being a lake nomadher where the Blues Brothers jumped over Dodge 1974 when Elwood jumped into the open 95th Street Draw Bridge.
Serving as the setting of the movie version of the game David Mamet Lakeboat, the Canadian straight decker Queen Seaway, previously owned by Upper Lakes Shipping and since it was removed (see below), for while raising the US flag and displaying Chicago as its base for multiple shots.
Boats and boat museums, stomachs left
Cleveland, Ohio
William G. Mather , a laker built in 1925 and a former ship for the Cleveland-Cliffs Iron Company, has been converted into a maritime museum and open to public in Cleveland on North Coast Harbor. Duluth-Superior, Minnesota-Wisconsin Duluth-Superior, Minnesota-Wisconsin
SS William A. Irvin was named for the president of US Steel at the time of its launch and served as the flagship of the Great Lakes Baja American fleet from its launch in 1938 to 1975. It was the first laker to incorporate welding in its design and was open to tour at the Great Lakes Floating Maritime Museum in Duluth, Minnesota. Another museum ship, Meteor , is the last surviving vessel of the whaleback design, and is a museum in Superior, Wisconsin, which is the location of American Barge Steel Company, where whaleback is built.
Sault Ste. Marie, Michigan
Valley Camp was built in 1917 and serves the National Steel Company, Republic Steel Company, and Wilson Transit Co. during his working life 1917-1966. He became a shipbuilding museum on the seashore 'American Soo', east of Soo Locks, in 1968. He holds many of the relics of the sinking of SS Edmund Fitzgerald including two of Fitz persecute a lifeboat.
Toledo, Ohio
Col. James M. Schoonmaker is a former Cleveland-Cliffs Iron Company ship ship that sailed from 1911 to 1980. He was originally owned by Shenango Furnace Company, but renamed Willis B. Boyer below Cleveland Cliffs. Col. James M. Schoonmaker is the largest bulk freight ship in the world when it is commissioned. In one of the most ambitious restoration of the Great Lakes vessel to date, Col. James M. Schoonmaker was re-baptized July 1, 2011, at the 100th anniversary of the launch of the ship in Toledo. He was open to the public for many years as a museum at the International Park in Toledo, Ohio but was moved October 27, 2012, to a downstream location, next to the new home of the Great Lakes National Museum. He reopened to the public in the spring of 2014, when the museum opened.
Another live hull and interesting partial vessel of note
DeTour, Michigan
Lewis G. Harriman ' s bow and superstructure bow are maintained here. Lewis G. Harriman , launched as a specially-built steamship John W. Boardman , was removed but the bow was kept as DeTour's residence. Recently returned to Boardman color.
Put-In-Bay, Ohio
Benson Ford is named after the grandson of Henry Ford, and is the flagship of Ford Motor Company (1924). The front cabin is now located on a cliff on South Bass Island on Lake Erie, where it was moved in 1986. It is home to a private museum owned by Bryan Kasper of Sandusky, Ohio. It has been featured on many national magazines and television shows such as HGtv's Extreme Homes and Travel Channel Extreme Vacation Homes.
Mississauga, Ontario
SS Ridgetown is partially submerged as a breakwater (with piles and cabins intact) near Toronto at Port Credit. It was built in 1905 and is one of the oldest hulls in the lake. Her striking silhouette provides an example of the emergence of early sea transport in the 1900s. Detroit, Michigan
Museum attempt failed, ship submission canceled
Some of the other lakers almost became museums, but were eliminated due to lack of funding, political opposition, and other causes.
- Lewis G. Harriman - the cement carrier built in 1923, the first of its kind, that sailed from its launch until 1980. Used as a storage barge until 2003, a group tried to save it but poor communication inside the company saw the ship was sold in 2004 and dumped in Sault Ste. Marie by Purvis Marine. The majority of the hull was fed to the Algoma Steel Factory but the forecast was kept as a summer hut in Detour, Michigan.
- SS Niagara - 1897 builds a freighter, then converted into a sand sucker. Removed in 1997 by Liberty Iron & amp; Metal of Erie, Pennsylvania, after a failed attempt to turn it into a museum in Erie. He has been rescued from the trash 11 years earlier.
- John Ericsson - The second most recent whale carrier. The Ericsson was removed in 1969 in the city of Hamilton, Ontario. Politics, like the Canadiana , plays a central role in the loss of ships.
- SS Queen Seaway - The Canadian straight decker Queen Seaway , formerly owned by Upper Lakes Shipping, and setting for the movie version of David Mamet drama Lakeboat i>, was involved in an attempt to save him as a museum. In the end, the company failed to find an organization capable and willing to preserve it and it was sold and disposed of in Alang, India, in 2004.
- JB Ford - The 1904 carrier that survived the storm of Mataafa 1905 and the Great Lakes Storm in 1913 with the last three rounds of reciprocating steam engines is too expensive to convert into museums and shipped to Azcon Metals in Duluth will be removed at 2015
Potential museum of the future
- Steam vessels - Fleet steamboats are rapidly being replaced by a combination of tugs/barges such as Integrity and Innovation . Historical cement operators include St. Marys Challenger (1906), ST Crapo (1927), JAW Iglehart (1936), Alpena (1942) and < i> Paul H. Townsend (1945). St. Marys Challenger has been transformed into a barge, even though his wheelhouse is sitting on a pier in Toledo, Ohio, waiting to be part of the Great Lakes National Museum.
- SSÃ, Arthur M. Anderson was launched in 1952, still running. He is famous for having the last contact with Edmund Fitzgerald before the last one drowned. He is also the first rescue boat to look for Edmund Fitzgerald.
See also
References
External links
- Boatnerd website The
- Willis B. Boyer site The
- William G. Mather site Camp
- Camp Valley site
- Norisle website
- Great Sea Naval & amp; Museum - USS Silversides & amp; USCGC McLane
Source of the article : Wikipedia
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