Transportation

Capt. Axel Edwin Frederickson
To “Liverpool Al” whose salty
yarns lightened many a lonely
watch.


2
Harry (Pete) Jeffs — oiler; now chief engineer aboard the Ann
Arbor No. 6.
William Parkkinen — oiler; now relief engineer.
Charles Linsemeyer — oiler; now United States Coast Guard
at the Two Rivers Point Light.
Lyman (Pode) White — water tender; now second engineer
aboard the Ann Arbor No. 5.
Al McConnell — water tender; deceased.
Earl Davey, Hugh Stiles, Cy Lemke and Paddy the Pig, coal-
passers.
ceased.
H. E. Dee, purser.
Mrs. Lucy (Ma) Wilson — steward; deceased.
Kate Fowler — table waiter.
Mason (Putt) Frary — second cook; (cousin of Brick Frary) de-
There were also aboard: G. B. Turnbull, Chief Engineer of
the Great Lakes Engineering Works, J. B. Barren, a guarantee engineer,
and Frank Morrison, the compass adjuster.
Shortly after leaving the dock she encountered heavy ice and
became stuck fast at 6:30 p.m. The Tug Michigan was then called to her
assistance and arrived at 9:10 a.m. the next day. Without too much trouble
the Tug was able to release her and start her on the way once more. The
tug being discharged at 11:00 a.m.
Being in need of some minor repairs the No. 6 tied up at the
Grand Trunk Elevator at Detroit for about two hours before proceeding
across Lake St. Clair.
The ice on the lake was extra thick in places and the ship
found the going tough, averaging a speed of about six miles an hour.
After crossing the lake she made good time all the way up
around the dreaded southeast bend, blowing a salute as she passed old Joe
Beddore, and stopped in the ice for the night just above Russell Isle at
8:10 p.m.
The next morning, January 17, she was underway again at
7:45 a.m. From there on her progress was slow as she ran into ice that was
from 12 to 15 inches thick and heavily windrowed in places. Arriving at
Port Huron she tied up for a short time to make repairs and adjust ma-
chinery. She left there at 4:35 p.m. for the long 240 mile run up Lake Huron
to the Straits of Mackinaw. (She made the 70 mile trip from Detroit to
Port Huron, stemming the current through blinding snow, heavy ice, and
sub-zero weather, in about 13 hours actual running time and used around
100 tons of fuel.)
After leaving the blue-watered St. Clair River, steering N%E
with Point Edward ranges over the stern, they passed Lexington and Sani-
lac making wonderful time on that fifty-six mile stretch to Harbor Beach.
While passing there at 11:00 p.m. they encountered a strong west wind
which gradually shifted to the northwest with gale force and snow.
Being light, without cargo for ballast, they took a real beating
that night while crossing Thunder Bay. At 10:30 a.m. the next morning the



Part of crew of Boat 6. Top row (left to right) Mates: D. G. Little, C. La-
freniere; Watchman: A. Hansen, R. Sanford; Fireman: W. Long; Coal
passers: R. Ames, H. Shorter; Porter: B. Sproul; Sailors, R. Smith, C. Fred-
erickson, E. Loranger, E. E. Clark.
Part of after crew of Boat 6 in 1913: L. White, E. Davey, Al McConnell, Roy
Peterson, Walter Huck, J. dinger, W. Benson, T. Elliott, J. Meyers, S.
Arnersen.


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On November 10th the No. 6 left Manistique at 4:00 am. The
wind was light from the westward with a low hanging haze on the horizon.
They were steering south on her regular gait until 7:20 a.m. when the wind
with gale force and heavy snow tore out of the northwest. Boat 6 then
made a wide open run for the lee of South Manitou Island, arriving there at
2:00 p.m. Sheltered from the wind and sea, they ran her bow up on the
sandy beach and weathered out the gale. The wind died out early the next
morning and they backed her off and proceeded on their way.
(Note: The sheltered shores of Lake Michigan's Manitou Is-
lands have served as a harbor of refuge for over a hundred years. The
lighthouse on the South Island was built in 1839, being one of the oldest on
Lake Michigan.)
Boat 6 was delayed for 56 hours in Frankfort during a south
gale with snow from December 25 to 27.
She made six hundred and eight trips during the year of 1917.
On January 3, 1918, Boat 6 left Manitowoc at 10:15 p.m., course
E by N%N with the wind south, fresh and snowing. Without much
headway left on her after creeping through miles of heavy slush ice, she
reached open water and unexpectedly slid into the trough of a big dead
swell from the southeast. This, before she could gather enough way to
enable her to come up into the sea, rolled her over so deeply that she
tipped over three large flat cars of square timbers on the car deck. As
no one was injured they left them as they were and headed for home arriv-
ing there at 5:00 a.m. on January 4. The section crew then came aboard
and spent nineteen hours reloading the timbers before the rest of the cargo
could be handled.
(Years ago the shippers did not seem to understand that their
freight might encounter some heavy weather while crossing the Lake and
the cars were not loaded properly as they are today. Consequently, in the
old days cars were dumped at sea, and often steel rails and other heavy
material not made fast would come out through the side of the cars during
a heavy roll. Today this seldom happens as the boats are equipped with all
the latest aids to navigation and are able to hold up during bad weather
and roll very little. Also cars that are considered rough loads are made fast
before leaving port.)
On January 30, beginning trip number 29, Boat 6, escorting
Boat 4, left Frankfort at 9:00 p.m. bound for Manitowoc. Steering W by S%S
with the wind northeast, fresh and snowing, they found the ice fairly light
for about an hour. As they worked to the westward the ice became heavier
and it started shoving shortly after midnight. At ten the next morning they
took a run at a heavy windrow about two miles south of Two Rivers Point
and became stuck fast. The No. 4 was also stopped about a mile to the
southward, so the crew of the No. 6 walked over to Boat 4 and assisted
them in spudding her loose.
The two crews working together released her at 5:30 p.m. on
the thirty-first. The No. 4 then worked her way up to Boat 6 and broke
her out at 7:00 p.m. The No. 6 then made a run for the harbor arriving
there three hours later. Four hours after that, the cargoes having been


9
caused a delay of four hours in her sailing time.
While Boat 6 was steering east from Manitowoc on October 2,
1919, with the wind blowing a gale from the south southeast and a dense
fog, a steamer broke out of a fog bank close aboard on the starboard bow.
In order to clear him they hauled to the northward on a hard left wheel.
This brought her into the trough of the sea, rolling her rail almost under.
Before they could get clear of the other ship enough to haul her back up
to where she did not roll they dumped two cars of timbers over on the
car deck which caused ten hours delay while unloading in Frankfort.
On December 6, 1919, Boat 6 arrived Manitowoc breakwater at
5:45 p.m. bound up river for the Soo Line slip. Checking down she blew
the usual three blasts of her whistle for the opening of the Eighth Street
bridge. While the bridge was standing open awaiting her passage a Ford
touring car came tearing down Eighth Street, southbound, occupied by two
men. Seeing this danger Captain A. L. Larson, in an effort to attract their
attention, blew several short blasts of the whistle and backed Boat 6 to
a dead stop before she entered the draw of the bridge.
The driver of the car, a Mr. Jerome Dick, of the Dick Brothers
Bakery, realizing his danger far too late, applied the brakes as they ap-
proached the abuttment. This slewed the car around sideways and his
passenger was thrown out into the street unharmed. The car then rolled
over and plunged into the river below. Mr. Dick left the car on its way
down and the crew of the No. 6 threw him several ring bouys as he hit
the water. As he was unable to swim he soon sank and his body was not
found until four hours later. (Mr. Fred La Jennessee, the passenger, was
a salesman out of Milwaukee in a hurry to catch a train.) The No. 6 was
delayed for over an hour while the police fished the car out of the river.
The weather was so bad that year on December 31 that all the
boats tied up in Frankfort. This made it nice for the crews as it gave them a
chance to celebrate New Year's Eve ashore.
The season of 1920 was a good sailing year and other than
the fact that she made 750 trips nothing else of interest took place.
On January 19, 1921, the No. 6 left Frankfort at 8:00 a.m. bound for
Manitowoc. Shortly after she left the breakwater a gale sprang up from
the southeast followed with heavy snow, so she dug to the southward along
the beach and sought shelter in Ludington. She stayed there until the
wind died out at 7 p.m. the next day. (Note: There was no delay for ice
during 1920 and 1921 whereas in 1917, '18, and '19 there was lots of ice
in the lake.)
Most of the oldtimers say that they all felt better and had
less sickness in the days when they were allowed to fill their drinking
water tanks from the lake. This practice was stopped in 1922 when they
were required to add lime, etc. to the water and eventually to fill the tanks
at the dock from city water.
Boat 6 hove to and dropped Captain Anderson off on the dock
at South Manitou Island, while homeward bound from Manistique on
March 23, 1922. Leaving there she broke out the U. S. Mail boat which was
stuck fast at this time. On Friday, May 12, of that year she stopped and



Str. W. Nelson, now B. E. Tate going to the rescue of the last of the Great Lakes sailing ships, the
"Our Son", 30 miles off Manitowoc, on September 26, 1930. Photo taken by Mate J. H. Ferris from the
deck of the carferry P. M. 22 which stood by at the time.


12
October 11, 1926, while picking up a disabled fish tug, the Leo B. and towing
her to the breakwater at Two Rivers, Wisconsin.
In 1927 the No. 6 was out of service for 114 days due to lack of
freight. That year she made a total of only 636 trips.
In 1928 she made 927 trips.
In 1929 radio compasses were installed aboard her on Novem-
ber 12. She made 688 trips that year.
895 trips were made in the year of 1930.
She made 962 trips in 1931. This, I think, is her record.
During the year of 1932 Boat 6, while enroute from Manitowoc
to Frankfort, somehow lost her way and after fetching the East shore
mistook Manistee for Frankfort and entered the harbor there. Arriving
inside they soon realized their mistake and backed out and headed north
up the beach for home once more. They finally arrived O.K. and other
than being about three hours late were none the worse for the experience,
the only casualties a few headaches among the crew caused perhaps by
arguments as to how this contretemps could best be avoided in the future.
It is interesting to note that ships at sea, regardless of shape,
size, or flag, assist each other in every way whenever possible. In this
case the Government dredge, General Mead, took a head line for the No. 6
on January 7, 1933, and lifted her head up into the wind after she had
drifted down onto a clay bank at the north side of the channel in Manitowoc
River. Without this friendly assistance she might have lain there until a
shift of wind and done considerable damage to herself.
Boat 6 left the northwest slip at Manitowoc at 10:45 p.m. on
February 17. Just as she started ahead the fish tug Victoria L., which was
outward bound and having engine trouble, ran into her port side. Outside
of a badly bruised stem on the tug and a loud hollow sounding thump
aboard the No. 6 there was no other visible damage.
On March 8, 1933, Boat 6 left Manitowoc at 10:05 p.m. with
the wind northwest, strong, and clear; steering northeast by E%E bound
for Frankfort. As there was a large sea running, after passing Two River
Point she held up to the northward all the way across the lake, and when
nearing the East shore she squared away before the sea heading for the
harbor. Approaching the harbor entrance she dipped her nose down be-
tween two monstrous seas and smelling the bottom refused to answer her
helm properly. This caused her to drift down onto the rip rap off the north
end of the south pier, fetching up on her starboard side just aft amidships,
with a terrible grinding jar, at 6:00 a.m.
After her stern dragged clear of the bottom she swung back
up to the windward and made the inner harbor. Arriving at the slip she
unloaded and shifted out along side the dock to tie up for an examination
of the hull, etc. Other than a broken sea cock and several dents in her
bottom along the starboard side aft she seemed to be in a seaworthy con-
dition. To make sure they took her out into the harbor and ran her full
speed ahead and full astern in the heavy ice. They could find nothing
wrong. After tying up again they tipped her up so the ship's carpenter
could repair the damaged sea cock.



Former Purser C. F. Frederickson
Toledo, Ohio
Capt. A. L. Larson, Frankfort, Michigan. (retired)




Capt. B. H. Hanson, Manito-
woc, Wis. (retired)
Capt. A. B. Jacobsen, Frank-
fort, Mich. (retired)


w
Capt. Con McCauley, Beaver
Isle, Mich. (dead)
Chief, W. Campbell, Frank-
fort, Mich. (retired)




G. Noffsinger, A. B., Frank-
fort, Mich, (retired)


Capt. H. Wright, Frankfort,
Michigan. A former A. A.
Marine Superintendent.(dead)
Ralph Henry Reynolds, who
was our superintendent of
marine from July 1st, 1917 to
June 22, 1928, and his son
William, formerly purser in
the fleet and now manager of
the Bethlehem Steel ship-
yards at Baltimore, Maryland.
R. H. Reynolds personally de-
signed and carried through to
completion the construction
of Boats A. A. 7 and Wabash.

Jane Reynolds Mattson who
christened Boat 7 at Manito-
woc in 1925.


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for weather is considered an exception.)
Dec. 16th, 1926 she left Frankfort and was 41 hrs. making the usual 7
hr. run to Manistique. This delay was caused by heavy ice, vapor on
the water causing poor visibility, and inclement weather.
On July 9th in 1927 the forward crew of Boat 6 and the after crew of Boat
5 took command of Boat 7 and her crew in turn went aboard the new
Steamer Wabash which was then about ready for sea at the Toledo ship
yards.
Trip 855 Mon., Nov. 14, 1927—Dept. Frkt 8:00 a. Wind NE fresh rain and
sleet, course N 5|8 E. Ck. down at 3:40 a. Proceeding under ck. and sound-
ing by hand. 24 fathoms at 4:00 p. m. 19 fathoms at 4:20 p and 14 fath. at
4:45 p. m. Working in slowly and picked up sound of fog whistle at 6:00
p. m. Arrived Manistique breakwater at 6:30 p. m.
It was trips like this made during thick, sub-zero weather, when the
old hand lead was the only known method to ascertain the nearness of
land, that made men at sea realize what a friend they found in the
coming of our present day direction finders, which have practically
eliminated the use of a hand lead.
Capt. Thos. R. Griffith of Milwaukee relieved Axel E. Frederickson
as 1st Mate aboard Str. A. A. 7 from Jan. 20th to Feb. 20th, 1929. During
this time he was sent to New Orleans by the R. R. Co. to assist in super-
vising the proper handling of two new carferries just placed in operation.
They traded from New Orleans to Havana, Cuba. They had 3 decks and
carried 90 freight cars and were named the Sea Train and Sea Foam.
They were owned by the T. M. K. R. R. Co.
Sunday, June 23, 1929 Boat 7 moored at the city dock in Keewaunee and
took aboard 258 persons for an excursion on Lake Michigan. They departed
Keewaunee breakwater at 8:55 a., cruised north up the west shore and
entered the Sturgeon Bay canal into Green Bay, passing through the
bridges separating Sawyer and Sturgeon Bay. Thence westward to Sher-
wood Point and north around upper Door county and outside into Lake
Michigan through the notorious Death Door Passage, thence south again,
arriving at Keewaunee once more at 9:30 p. m. Thus ending one of the
most picturesque trips on fresh water, covering a territory of much early
historical interest while circumnavigating the upper half of Door county.
THE PASSING OF THE SCHOONER LUCIA A. SIMPSON
Boat 7 departed Keewaunee, Wisconsin at 12:50 p. on Sunday July 27th,
1929, with the wind Northwest moderate and clear, steering E%N.
Shortly after clearing the breakwater a schooner hove into sight on
the left bow. Coming closer and with the aid of the glass she was found
to be the Lucia A. Simpson hailing out of Milwaukee in ballast with
distress signals floating aloft.
After looking her over while passing at reduced speed with her close
aboard on the port side, Boat 7 came about, passed her a hawser and
proceeded to tow her to Keewaunee. Here the Coast Guard came outside
with their cutter and assisted the disabled schooner safely into the pro-
tection of the harbor.
The schooner L. A. Simpson was one of the last of the great white



Carferry Maitland, sister ship to Boat 6,, as she looked while trading out
of Frankfort in 1916.

The Steamer M. H. Stuart at Kewaunee, Wis. She was owned
by Capt. C. Anderson of South Manitou Isle.


26
a fast trip across the lake. The plane was a new Stinson Junior mono-
plane, equipped with pontoons for landing on water. It was owned and
piloted by Jim Gillette who had made it a party of four by taking George
Keller along as a mechanic.
They left the field in Traverse City at 9:50 a.m. Thursday, June
22. It was clear overhead with a light north wind. Just after leaving
the land they ran into a dense fog. The pilot decided to set her down
and taxi back to the beach and await clear weather for the trip over.
Misjudging the nearness of the sea they struck the water so hard that
it broke the pontoons.
The plane floated until some time later that afternoon and then
sank. In the meantime the men had rigged up a raft from the gas tank
and everything else that would float. After placing Mrs. Rennie aboard
the raft the men, who had stripped to their underwear, tried to swim
towards shore pushing the raft before them.
Gradually becoming exhausted from their efforts and the cold
water they lost their grip and one by one they slipped back into the
awaiting arms of Davey Jones at the bottom of the sea. Keller was
drowned Thursday afternoon, Gillette the same evening, and Rennie hung
on until early Friday morning and after giving his wife a watch, an heir-
loom, and some papers he bade her farewell, let go the raft and disappeared
beneath the sea.
Mrs. Rennie, who was thrown into the water by the unbalanced
raft when her husband slipped off, climbed back aboard and lay there
exposed to the wind and burning sun all that day.
Many ships passed, but none seemed to see her until about 7:15
p.m. Friday when she saw Boat 7 approaching, growing larger and larger
with its most welcome nearness and when close to, come to a stop and
lower a boat for her.
Arriving at the dock in Kewaunee Dr. F. J. Wochos came aboard
and after checking her over said he could see no reason why she couldn't
make the trip back home aboard Boat 7. She had received such good
care after her rescue that her condition was splendid even after 33 hours
on the open sea. Upon arrival in Frankfort Mrs. Rennie was met by
relatives and many friends. She has been in good health ever since and
still resides in Traverse City.
Capt. Fisher of Frankfort Coast Guard placed a bouy at the position
where the plane was picked up. Although all ships kept a sharp lookout
for several weeks these men were never found.
About two months after the crash the clothes of the men which
they had removed in order to swim more easily were found by the Coast
Guard crew under Captain Fred Marsh on the beach of South Manitou
Isle, just 33 miles to the northward of the scene of the disaster.
The Wreck of the Fish Tug Jean R.
Monday, March 5, 1934 — Trip 155. Wind southwest, moderate and
clear. Boat 7 left Frankfort breakwater at 6 p.m.
Just outside she met the tug Jean R. inbound struggling through
the heavy ice fields in an effort to reach the safety of the harbor. After


G000

Forward crew of Boat 7, 1951 is represented here by (left to right) Mates:
John Telgard, Ed Erickson, Sig Frey, John Lamerson; 2nd Row: Wheelsmen,
Art Johnson, Steve Hoffman, Alert Hostad, James Noffsinger; 3rd Row:
Lookouts, G. Dragoo, Walter Lintz, Dean Lillie, Clifford Thomas; 4th Row,
Watchmen, George Palm, Oscar Midtlyng, Ro.:ert Pop, Richard Frederick.


32
After they had held up enough they squared away for the canal with
the wind and sea behind her steering 325°. Thus being 11° higher than
the canal line up for drift.
It had been raining since midnight with occasional lightening which
made the visability poor and also filled the atmosphere with static thus
rendering the radio direction finder almost useless.
So with the wind and sea driving her along before this blinding
rain storm and even with the time lost in changing courses figured in,
Boat 7, like many other ships before her, made much better time than
expected and at 4:22 a.m., April 11, just as the captain was about to check
her down, she piled up on the sandy beach just south of the canal at
full speed coming to a sliding stop without any list.
While the captain backed her wide open in an effort to release
her the first officer and lookout examined the bottom in all her holds
finding no leaks nor damage of any kind. The watchman's soundings
showed 12 feet of water under her stem, 11 feet amidships and 15 feet at
her stern. Because the stern sea was breaking as it rolled under her
stern and along her sides it was hard to get these soundings exact. While
working the engines back and forth and also using her helm they found
that she would swing about 15° but would not go astern.
About 9:00 a.m. a small fish tug came sliding alongside with a
radio phone aboard and relayed a message, describing the accident to
Marine Superintendent Herring at Frankfort. He ordered tugs sent out
at once from the Rohn Wrecking Company at Sturgeon Bay. Two tugs
arrived at 1:30 p.m., the Spuds and John Roen, III. After the towing bridle
was adjusted they started pulling and continued to pull all night with no
results, although by pulling at various angles they could swing her
about 20°.
The Steamer Wabash arrived at 6:15 a.m. on April 12, and after
making fast the six inch hawser of Boat 7 to her stern timberheads she
assisted the tugs in pulling. After parting the hawser twice Steamer
Wabash left the scene and continued on her way at 10:20 a.m.
Boat 5 arrived at 1:30 p.m. but did not take a line. While she was
standing by at 2:00 p.m. Boat 7, with two tugs doing their very best
started astern and after casting off the tow lines proceeded on her way
to the canal at 2:25 p.m.
Captain H. B. Meno, our former Superintendent of Marine, who
was assigned to the case as a Marine Surveyor came aboard on a tug
and reported no damage after checking Boat 7 over from stem to gudgeon.
Boat 7 in taking to the beach was very fortunate in picking that particular
spot in which to park as it was the only sandy place for miles along that
rock bound coast.
Boat 7 was docked this same year in October and a complete survey
of her bottom showed no damage from this beaching at full speed. She
fared much better than the dutch ship, Prince William, that after coming
half way around the globe hit the beach during a dense fog almost in
this same place and tore out $100,000 of her bottom.
Forward Crew On M?.iden Trip