November 10th, 1975

The first lighthouse at Whitefish Point in Michigan was constructed of stone in 1848, and replaced with a steel structure by order of President Lincoln in 1861. While the first light was powered by whale oil, it eventually used an LED system and became automated. Over its lifetime more efficient lenses have been developed and installed to cast a stronger light over the Whitefish Point narrows. 

The narrows, located at the east end of Lake Superior, is the sight of many shipwrecks due to a tight channel and huge ships passing in opposite directions. The area does experience sudden fog, high winds and waves up to 25-30 feet; at night passage becomes an even greater navigational challenge.

The estimate of shipwrecks in the Great Lakes totals some 6,000 vessels with the loss of approximately 30,000 mariners. The lighthouse at Whitefish Station served for over a hundred years as a rescue station (early on these stations existed along the coastlines of all 5 Lakes) with brave residents who rescued hundreds of shipwrecked mariners utilizing special open lifeboats in the worst weather conditions imaginable. The Coast Guard was “reinvented” in 1915 to add responsibilities that include maintaining safe passage of waterways and providing rescue services, and subsequently took over the mission at Whitefish Point. 

Today the buildings here comprise the Great Lakes Shipwreck Museum, including the lighthouse tower, foghorn building, lookout tower, keeper’s quarters, surf boat house and radio building. Some of the shipwrecks featured (with pictures, eyewitness accounts, and items salvaged from the vessels) include the Comet, John B. Cowle, Drake, Samuel Mather, Mixtec, Niagara, Sagamore, Independence and Superior City.

Iron ore freighters and other bulk carriers have being plying the Great Lakes since the 1800s. Wooden ships became steel ships, growing from 300’ in length to over 700’. (Exactly 730’ is the maximum ship length able to traverse the St. Lawrence seaway.) Thus it was that in 1957 Mr. Edmund Fitzgerald, the President of Northwestern Mutual Life Insurance Company, commissioned the construction of the Great Lake’s largest ship, a bulk carrier of 729’ eventually named the “SS Edmund Fitzgerald” (despite his protests). At the time this ship was the largest ship to ply the Great Lakes and earned the nickname “Queen of the Lakes”.  (Note: Not to be outdone, the “SS Murray Bay”, built at 730’ in length, was launched the following year by others.)   The Fitzgerald made her maiden voyage on September 24, 1958, and by November of 1975 had logged a million miles and completed 748 round trips, most often between Superior, WI. and Detroit, MI.

Loaded to capacity at 26,000 tons of iron ore and leaving for Detroit, MI. in calm weather, and shortly thereafter meeting up with another bulk carrier, the “SS Arthur M. Anderson”,  the Fitzgerald received a gale warning for Lake Superior at 7 pm on November 9th. She ran into the winter storm at 1 am on the 10th, experiencing 60 mph winds and 10’ seas. (The freeboard height of the ship when fully loaded was only 11.5 feet.) By 3:30 pm on the 10th, Captain Ernest McSorley reported to the Anderson via radio that he was taking on water, the ship had developed a list, neither of his two radars was operational, and the ship was missing two vent covers on the deck along with a fence railing. The Captain concluded, however, that “we are holding our own”.       That was the last communication ever received from the Fitzgerald. 

What caused the tragedy?  No one can be sure, but there have been a number of possible causes claimed by various experts.  A set of 3 rogue waves as high as 30-35’ had been spotted in the area shortly before the disappearance. Questions arose about the operational status of the Whitefish Station lighthouse and beacon. There had been studies showing that the length of these ships, and the ability of the steel in the ribs to withstand flex with such heavy loads, was questionable at best. The Fitzgerald had just come through an area near shore that was much shallower (a 6 fathom shoal) than shown on the navigational charts - a problem discovered during the investigation and subsequently corrected. And finally, ineffective hatch securement, which was unfortunately a habit of deckhands from years of repetitive voyages and lax oversight.

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The original bell from the Edmund Fitzgerald was raised and now resides in the museum. In its place, another bell was installed on the wreck, engraved with the names of the 29 crewmen lost at sea. Outside is a monument in remembrance of the “Mighty Fitz”.