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Interlake Steamship Company
Company typePrivate
Industryfreighter and barge transportation of bulk commodities
Founded1913 (1913) in Cleveland, Ohio, U.S.
Headquarters
Middleburg Heights, Ohio
,
United States
Area served
Great Lakes region of the United States and Canada
Websiteinterlake-steamship.com

The Interlake Steamship Company is an American company that operates freight ships on the Great Lakes in North America. Its predecessor was the Interlake Company, organized in 1894. Founded in 1913 as a subsidiary of Pickands Mather, it once owned the second-largest fleet on the Great Lakes. After several changes in ownership in 1968 and 1972, the company was spun off as a privately-owned independent corporation in 1987.

Early Pickands Mather steamship operations

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Pickands Mather and Company was formed in 1883 to own and operate iron mines in the Iron Range of Minnesota.[1] In the 1880s and 1890s, the firm rapidly added to their iron mine holdings, and expanded into coal mining, iron ore and coal shipping, dock ownership, the manufacture of coke, and iron and steel rolling mills.[2] Its lone investment in shipping consisted of a 13/20th interest in a single wooden ship,[3] the V. H. Ketchum.[4][a]

In April 1886, the company hired local stenographer Harry Coulby,[6][7] who swiftly worked his way up in the corporate ranks to become head of the company's Marine Department.[8] Pickands Mather was shipping iron ore from mines in Minnesota to steel mills all over the Great Lakes. Coulby's fascination with the lakes and his interest in accounting led him to learn all he could about Great Lakes shipping: the type of boats in operation, port facilities available, weather, routes, cost, and more.[9] He was quick to identify ways in which to cut costs and expand the company's business at minimal expense.[10]

Management of other steamship fleets

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The Sagamore in 1892

In 1889, Pickands Mather partner and iron mine owner Jay C. Morse and others organized the Minnesota Steamship Company to meet the joint shipping needs of Pickands Mather and other companies. Within three years, the firm had a fleet of nine steamers and five barges.[11] In 1892, Pickands Mather purchased the Huron Barge Company,[12] whose fleet consisted of the whaleback steamer Pathfinder and the whaleback-turned-barge Sagamore,[5][b] and the following year established a steamship coal fueling business.[13] Pickands Mather then organized the Interlake Company in 1894,[14] and in 1895 took on management of the American Steel Barge Company, which had constructed the largest whaleback shipping fleet on the Great Lakes.[15] The American Steel Barge fleet consisted of seven steamships and 20 barges,[11] while the Interlake fleet consisted of a single iron-hulled schooner and two steamships.[16][c]

Pickands Mather lost the management contract for the American Steel Barge fleet when that firm was consolidated into the American Shipbuilding Company in March 1899.[20] Pickands Mather lost the contract to manage the Minnesota Steamship fleet in 1901[15] when Minnesota Steamship became part of the Pittsburg Steamship Co. owned by U.S. Steel.[21][d]

Creation of "partnership" subsidiary fleets

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Pickands Mather began to rebuild its fleet by using a new strategy. By 1904, the firm's two subsidiaries, the Huron Barge Company and the Interlake Company, owned a total of five vessels.[24][e] To finance the construction of more ships, Pickands Mather needed investors. The company and interested investors created a jointly-owned steamship company which financed the construction of new ships and owned them after completion. Pickands Mather then leased the ships from this new company, and hired a third, independent company to run them. In cases where Pickands Mather executives committed capital to shipbuilding, the Pickands Mather Marine Department operated the ships.[24]

The first of these new "partnership" shipping firms was the Mesaba Steamship Company,[15] created in June 1905.[32] Mesaba Steamship built the large freighters SS Amasa Stone in 1905[33] and SS Samuel Mather 1906,[34] and the SS D. O. Mills[35] and SS Jay C. Morse in 1907.[36][f] Pickands Mather also leased the fleets of the Acme Steamship Co.,[g] Peavey Steamship Co.,[h] and Provident Steamship Co.[21][i] These three fleets were managed by Benjamin Wolvin, and generally known as the "Wolvin fleet".[44]

In October 1906,[45] Pickands Mather and the Lackawanna Steel Company jointly formed the Lackawanna Steamship Co.,[46] with Pickands Mather managing the firm to benefit both companies.[47] Lackawanna Steamship then purchased eight steamers from the American Ship Building Company.[47][48][49] To help pay for these vessels, Moses Taylor, a major investor in the new shipping firm, transferred the Ship Owners Dry Dock Co. of Chicgao to American Ship Builiding.[48][j] The eight ships, all delivered in 1907, included the 440-foot (130 m) vessels SS Calumet,[50] SS Crete,[51] SS Cyprus,[52] SS Elba,[53] SS Hemlock,[54] and SS Odonah,[55] and the 500-foot (150 m) vessels SS Adriatic[56] and SS Verona.[55][k]

Creation of Interlake Steamship

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In April 1913, Pickands Mather orchestrated the merger of a number of smaller independent and subsidiary steamship lines into a new firm, the Interlake Steamship Company.[59] It was the greatest expansion of a Great Lakes shipping fleet ever seen at that time.[8] The adoption of the 16th Amendment (which allowed Congress to impose a national income tax), the desire of investors to protect their personal fortunes through the legal mechanism of incorporation, the ability of a corporation to raise far more capital than individual investors could provide,[60] and the ability of a corporation to self-insure[59][l] were the impetus behind the incorporation of Interlake Steamship.

The merger included the Acme Steamship Co., Gilchrist Transportation, the Huron Barge Co., the Lackawanna Steamship Co., the Mesaba Steamship Co., the Provident Steamship Co., and the Standard Steamship Co.[61] Gilchrist Transportation provided by far the largest contribution of ships (17 steamers).[m] Lackawanna Steamship Co. brought seven steamers,[n] Mesaba Steamship Co. four steamers, Acme Steamship Co. three steamers,[o] Provident Steamship Co. three steamers,[p] Interlake Co. one steamer and one barge, Huron Barge Co. one steamer and one barge, and Standard Steamship Co. one steamer.[37][q] The Gilchrist organization had gone into receivership in January 1910,[64][59] and was unable to resolve its credit problems. The company sold its assets at cost (which was only two-thirds of appraised value)[59] to the new Interlake Steamship, and ceased to exist.[65][r] Henry G. Dalton was elected the company's first president.[61]

Interlake Steamship issued 65,000 shares of stock at a par value of $100 per share.[60] Pickands Mather now controlled and managed[66][67][s] a company which had 37 freighters and two barges and was the second-largest shipping fleet on the Great Lakes next to the Pittsburgh Steamship Co.[61][t]

Early expansion

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Just seven months after its formation, Interlake Steamship lost the SS Argus and SS Hydrus in the Great Lakes Storm of November 1913.[68]

Growth dominated the company at first. It purchased the 445-foot (136 m) SS William B. Davock from the Vulcan Steamship company for an undisclosed sum in October 1915,[69] and then on the last day of 1915 purchased the 13 vessels of the Cleveland Steamship Co. for $3 million ($90,400,000 in 2023 dollars).[70][71][u] This gave Interlake Steamship 52 boats.[70][73][74] At the end of this seven-year period, the company sold the barges Constitution and Sagamore[75] and the steamer SS Cetus in 1923.[76]

During this period, Interlake also built seven 600-foot (180 m) freighters.[77] The first of these, the SS Henry G. Dalton, launched in March 1916.[78][71] The SS Charles M. Schwab followed in June 1923,[79] the SS Col. James Pickands (a duplicate of the Charles Schwab) in January 1926,[80] the SS Samuel Mather (another duplicate of the Schwab)[81] in February 1926,[82][v] the SS William McLauchlan in October 1926,[84] the SS Robert Hobson (a duplicate of the William McLauchlan) in October 1926,[85] and the SS Harry Coulby in May 1927. The Coulby was at the time the largest bulk frieghter on the lakes, with a length of 620 feet (190 m) and a capacity of 13,800 short tons (12,500 t).[86]

As the company's freighter construction effort ended, Henry G. Dalton resigned as Interlake's president in December 1925, and Harry Coulby was elected to succeed him.[66]

With the large new freighters complete, Interlake began to divest itself of many of its older, smaller, less efficient steamships.[87] It leased the steamer SS Youngstown from the Youngstown Steamship Co. in January 1926,[88] but sold seven steamships[w] to Paterson Steamships, Ltd. in April. This left Interlake with 45 vessels with an average tonnage of 8,100 short tons (7,300 t).[90] The SS Harry R. Jones sank in July 1926 after colliding with another vessel,[91] sold the SS Argus[x] and SS Regulus[y] to Paterson Steamships in October 1926,[94] and sold the SS Hydrus and SS Moses Taylor to Paterson in November 1926.[95] At the end of 1926, RCA equipped entire fleet with radio direction finders. RCA also installed radio telegraph transmitters in 12 of the fleet's vessels.[96]

The steamer SS Lagonda was reconstructed to carry scrap in 1926, and the SS Venus followed in early 1927.[97] In October 1927, Interlake repossessed the SS Cetus (which had been renamed the Samuel H. Squire by its new owners).[98] Although sales and wrecks left the company with just 44 vessels by this time, it was still second largest fleet on the Great Lakes.[99] At the end of the year, the company had $1.847 million ($32,400,000 in 2023 dollars) in net profits, the most in any year since its founding.[100]

Interlake began the year 1929 by installing gyrocompasses on 18 of its boats.[101] With 45 vessels carrying an average of 8,444 short tons (7,660 t) each, it was still the second largest fleet on the Great Lakes (where about 340 ships made up the American and Canadian fleets).[102] Interlake president Harry Coulby died unexpectedly on January 18, 1929,[103] and Henry G. Dalton was elected president again in June.[104] Board member Henry S. Pickands died on August 10,[105] and Elton Hoyt II was elected to the board as his replacement a month later.[106][z]

On September 23, 1929, the large steel manufacturer Youngstown Sheet and Tube signed a contract under which it agreed to have all its coal, limestone, and iron ore carried by Interlake Steamship rather than its own subsidiary, Youngstown Steamship. The contract ran for 20 years. The rationale for the surprise move came on October 3, when Interlake delivered 5,261 shares of the steelmaker's stock to Youngstown Sheet and Tube's control.[108][aa] Pickands Mather now became the manager of the Youngstown Steamship company.[109]

Just five days after the Youngstown Steel & Tube contract was signed, Interlake Steamship officials announced a two-for-one stock split, increasing the company's stock from 250,000 to 610,000 shares.[110] The stock had hit an all-time high of 200 on the Cleveland Stock Exchange on September 10.[111]

"Silent Years" of the Great Depression

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Interlake Steamship financial indicators during the Great Depression
Year Stock high Stock low Net profit/loss
1929 200[111]
(pre-split) 		781⁄4[112]
(post-split) 		$2.6 million
($46.1 million in 2023 dollars)[113][ab]
1930 87[114] 60[114] $1.6 million
($29.2 million in 2023 dollars)[115]
1931 60[116] 26[117] $705,000
($14.1 million in 2023 dollars)[118]
1932 91⁄2[119][120] 26[119] -$317,771
(-$7.1 million in 2023 dollars)[121]
1933 29[122] 14[122] $446,337
($10.5 million in 2023 dollars)[123]
1934 33[124] 20[125] $463,128
($10.5 million in 2023 dollars).[126]
1935 38[127] 203⁄4[128] $664,374
($14.8 million in 2023 dollars)[129]
1936 63[130] 342⁄3[130] $1,514,181
($33.2 million in 2023 dollars)[131]
1937 73[132] 40[133] $2,540,783
($53.9 million in 2023 dollars).[131]
1938 441⁄2[134] 27[135][134] $428,308
($9.3 million in 2023 dollars)[136]
1939 49[137] 381⁄2[137] $1,631,584
($35.7 million in 2023 dollars)[138]
1940 44[139] 343⁄4[139] $1,496,827
($32.6 million in 2023 dollars)[138]
1941 431⁄2[140] 38[140] $1,853,264
($38.4 million in 2023 dollars)[141]

The Great Depression is known as Interlake Steamship's "silent years" because the company did so little business during this time.[142][143] The depression had a tremendous effect on all Great Lakes shipping. While there were roughly 350 shipping firms on the lakes in the 1920s, by 1938 the depression had whittled these down to just 21.[144][ac] It was during the depression that, on October 28, 1931, Interlake incorporated as a Delaware company.[145][146]

Initial optimism

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Although the Great Depression began with the stock market crash of October 1929,[147][ad] by the end of the year Interlake Steamship executives were still optimistic that the national economic setback was temporary. The company set aside a significant portion of its profits in the 1920s to build up a $2.45 million ($44,700,000 in 2023 dollars)[113] reserve fund,[ae] a $2 million ($35,100,000 in 2023 dollars) insurance fund (invested in Liberty bonds),[100] a $3.8 million ($66,700,000 in 2023 dollars) investment fund reserve,[100] and a $1.6 million ($36,400,000 in 2023 dollars) ship construction fund.[150] It had no debt, its expenses were minimal, and it had never issued preferred stock (which tended to absorb profits first and leave holders of common stock frustrated).[151] Its corporate leaders felt the firm was in a good position to weather any downtown.[af]

Executives were so bullish on the company's outlook that, at the end of 1929, Interlake bought all five remaining freighters belonging to Youngstown Steamship. The transaction became effective January 1, 1930.[154][155][ag] With 49 boats,[157] Interlake was the largest independent fleet on the lakes.[158]

Finances during the depression

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Interlake Steamship continued to turn a profit in 1930[115] and 1931,[118] but showed its first loss ever in 1932.[121] The flurry of legislative activity in President Franklin D. Roosevelt's "Hundred Days" buoyed business confidence somewhat in 1933, creating a rise in shipping activity[159][160] Despite dipping into reserves to continue to pay its regular dividend, the company still had $3 million ($70,600,000 in 2023 dollars) in cash on hand, $4 million ($94,100,000 in 2023 dollars) in its investment reserve, and almost no debt.[123]

To help the stock price, the company's directors approved a plan on December 5, 1934, to repurchase 10 percent of the outstanding shares on the market.[161] The $1.6 million ($35,600,000 in 2023 dollars) needed to buy the 60,000 shares came from the company's construction fund. In May 1935, shareholders approved a plan to permanently retire the 60,000 shares.[150] The stock repurchase was so successful, and the company's business doing so well, that in early December 1935 the firm announced another buyback of 8 percent of the stock (40,000 shares) at $35 a share.[127] This second repurchase was completed by the end of the year.[162] Interlake's 1935 profit of $664,374 ($14,800,000 in 2023 dollars) was its best since 1931.[129]

In 1937, the country entered the "Roosevelt Recession".[163] In March, shippers envisioned an unusually active season ahead, and Interlake's stock reached 73—its highest price since 1929.[132] When the recession hit in early September,[163] the price collapsed 20 points[164] and fell another 13 points by November.[165] A near-complete shutdown in shipping occurred in October and lasted the rest of the year.[131] In May 1938, as the company's stock continued to sink due to recessionary pressure, Interlake executives spent $1.2 million ($26,000,000 in 2023 dollars) to retire another 31,000 shares.[166]

A significant upturn in shipping business occurred toward the end of the 1938 shipping season, signalling the end of the recession.[167] Despite more than eight years of depression and having to use reserves to maintain dividends, Interlake Steamship still had $3,292,718 ($71,300,000 in 2023 dollars) in cash on hand at the end of 1938.[136]

By the fall of 1938, the economy was not only recovering from the sudden, deep 1937-1938 recession but was well on its way out of the Great Depression as well.[168] The economy (as measured by gross domestic product) grew by a meager 0.2 percent in 1939[169] and unemployment (as a percentage of the total civilian workforce) was 17.2 percent.[170][ah] Growth soared to 8.6 percent in 1940,[169] even as unemployment remained stubbornly high at 14.6 percent.[170] Full recovery was under way by 1941, as growth soared to 18.3 percent[170] and unemployment fell dramatically to 9.9 percent.[169][ai]

Layups during the depression

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As fewer firms shipped coal, grain, and iron ore in late 1929 and early 1930, some Great Lakes freighters began to make return runs empty. By late July 1930, business had slackened so much that many firms began keeping boats laid up in their home harbors.[171] Layups kept the ship ready to sail with a few days' notice, unlike mothballing (which takes several weeks to reverse).[aj] The iron ore shipping business was particularly slow in the spring of 1931,[173] and a portion of the Interlake fleet remained tied up for the entire shipping season.[157] Interlake used the downtime to put the SS Harry W. Croft into drydock for repair and upgrades in October.[174] Bulk shipping remained at a low level in 1932.[175] Interlake Steamship had 49 freighters that year,[107] and was the second largest bulk freighter fleet on the lakes.[176] Yet, it put just 23 boats in the water,[177] and these only operated for a few weeks, just long enough to keep them from over-long layups.[107] Interlake hauled 3,000,000 short tons (2,700,000 t) coal, and a "pitiful" 29,000 short tons (26,000 t) of iron ore during the year.[107]

A substantial improvement in shipping occurred in 1933.[159] By July, eight times as many ships were on the lakes compared to the previous year. Ore tonnage reached 20,000,000 short tons (18,000,000 t), compared to just 3,367,000 short tons (3,054,000 t) in 1932. Pittsburgh Steamship, the largest U.S. lakes fleet, had 71 boats in operation (up from 31 the year before),[178] while Interlake had 29.[177][ak] Many ships, however, did not serve the entire season. The SS Harvey H. Brown did not enter service until mid-July.[179] The SS Robert Hobson left layup in late July,[180] the SS Harry W. Croft not until early August,[181][al] and the SS Arcturus not until late September.[182] By September, shipping was slack again. Five boats (the Croft, Jupiter, Neptune, Perseus, and Saturn) were tied up in non-home port harbors, serving as grain storage ships.[177]

Shipping improved on the Great Lakes in 1934[183] and again in 1935,[184] but by late June 1935 Interlake still only had 12[185] of its 49 ships[150] making runs. The company's strategy now was to put as many ships in commission as the market would bear, then switch them out with ships on layup so as to prevent tied-up boats from suffering damage due to inactivity.[185][am]

The 1936 shipping season was even more active, with the Lake Carriers Association predicting that as much as 85 percent of all Great Lakes freighters would be active during the year.[186] Interlake still engaged in switching-out when market conditions warranted, such as when the Arcturus began making runs in mid-August to replace the Victory (which went into drydock for repair and upgrades).[187] Thirty-seven of Interlake Steamship's boats were active by the middle of August.[187] The Elton Hoyt II,[188] Canopus, and Harry R. Jones went into service in the fall, so that 40 of Interlake's 48 vessels were now on the water.[189] The company sold the Jupiter (which had sat idle for five years) in March 1936[190] and the similarly idle Neptune in October.[191] This left the company with 48 vessels. It was still the second-largest bulk cargo shipping firm on the Great Lakes, capable of moving 412,600 short tons (374,300 t) at once in its boats.[192][an]

Interlake put all its vessels into service at the start of the 1937 shipping season,[193] and kept them active throughout the year.[194] As part of a technology upgrade, 11 Interlake ships were outfitted with radiotelephones.[195] As the "Roosevelt Recession" hit, the McLauchlan was drydocked on September 2 to receive a new rudder and for sight-and-survey inspection and repair.[196] With only four ships in the ore trade by late September, the company drydocked the Calumet, Col. James Pickands, Harry Coulby, and Vega in late September.[197] The shipping slump hit in October, and company brought its ships in rather than keep them on the water searching for business.[198] Interlake drydocked the Saturn and William B. Davock in late October[199] and the Venus at the end of the season.[200]

The recession continued into 1938, keeping shipping at a low ebb.[201] Interlake kept bigger ships like the Harry W. Croft, C.H. McCullough Jr., J.A. Campbell, and Jay C. Morse tied up, while putting older, smaller vessels like the Crete, Odaonah, Taurus, Vega, and Verona into the water.[202] As business picked up, Interlake began laying up these smaller ships and sending the large ones out.[203] Technological upgrades continued as eight more vessels received radiotelephones.[204] At the end of September, only 21 Interlake ships were plying the lakes.[205] With the recession ending, business improved dramatically in October,[167] but Interlake vessels only moved 19,260,000 short tons (17,470,000 t) of iron ore, the lowest total since 1932 and the second lowest since recordkeeping began.[206]

As the economy began to move out of the Great Depression in 1939, Interlake ships moved 45,000,000 short tons (41,000,000 t) of iron ore, a level not seen since 1926.[206]

1940 was even more active. Initially, Interlake Steamship put just 18 ships in the water at the start of the season on May 1.[207] Shipping needs increased so rapidly due to the recovering economy that within 24 days all of its 46 ships were making runs.[208] By June 3, the company had shipped more ore than it had in 1937, and had delivered the second-largest number of ore tons since 1929.[209] The positive outlook for the year[210] improved strongly by late June,[211] and by the end of October there was such a backlog in ore shipment business that Interlake officials pledged to keep all their boats out as long as the ice permitted.[212] By the end of 1940, Interlake had shipped the largest tonnage of coal and the third-largest tonnage[ao] of iron ore in its history.[214] Interlake made these achievements despite selling the Victory to the A.G. Campbell Co. of Canada in April.[215]

Corporate events and shipwrecks

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Early in the Great Depression, Interlake Steamship narrowly avoided being the subject of the U.S. Supreme Court case. The Pillsbury Company had shipped grain in 1927 on the E.A.S. Clarke from Milwaukee, Wisconsin, to Buffalo, New York. The grain arrived in good condition, and Pillsbury stored the grain aboard the Clarke for five months. When the grain was unloaded in April 1928, the company found much of it was damaged. Pillsbury sued. A federal district court ruled against Pillsbury, holding that there was no recourse under United States admiralty law. The 2d Circuit Court of Appeals upheld the verdict in October 1930, and the Supreme Court denied certiorari.[216]

Henry G. Dalton died of pneumonia on December 27, 1939, just seven days after an operation for appendicitis.[217] Elton Hoyt III was elected president of Interlake Steamship on January 30, 1940.[218]

Shipwrecks among the Interlake fleet were few during the depression years. The Odonah ran aground near Erie, Pennsylvania in December 1937, but was soon refloated and sustained little damage.[219] Interlake lost the William B. Davock and her entire crew of 32 during the November 11, 1940, Armistice Day storm. At the time, maritime experts believed she collided with the SS Anna C. Minch off the Little Sable Point Light on the Michigan side of Lake Michigan, and both boats went down.[220][221] The wreck of the Davock was located in 1972, and that of the Anna C. Minch in 2008.[222] After diving on the wreck several times, experts with the Michigan Shipwreck Research Association concluded in 2015 that the vessels never collided. The Davock's rudder jammed against its propeller, breaking off one or more blades. Without steering or propulsion, the vessel foundered in the high seas.[222][223]

World War II years

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in 1941, LCA adotped a centralized dispatching system for all fleets, remvoing them from each corporate control [224] 80.1 m tons of ore in1941 [225]

On December 18, 1941, FDR established the Office of Defense Transportation (ODT), which was granted authority "over all railroads, motor vehciles, inland waterways, pipe lines, air transport, and coastwise and intercoastal shipping withih the continental United States. January 16, 1942, FDR established the War Production Board (WPB) WPD exercised general direction over the nation's war procurement and production program and to dtermine the policies, plans, procedures, and methods of Government agencies in respect to war procurement and production." ODT was placed under WPB Josehp B. Eastman named director fo ODT [226] WPB set a goal of 88 m ore tons for 1942 [227] Eastman threatened federal regulation and takeover if lake carriers could not get their act together on April 24, 1942, lake carriers met in Clevlenad and elected seven of their own as the Lake Vessel Committee [228]


Hoyt successfully advocated for private control of shipping during the war, guaranteeing American carriers would meet government requirements for iron, ore, and steel shipments. [107] Hoyt formed the Lake Vessel Committee to self-regulate Lake shipping during WWII. iron ore mining and lake shipping were the only major American industries to avoid government control during the war Interlake owned 50 ships during the war years [229]




Congress established the U.S. Maritime Commission in June 1936 after passing the Merchant Marine Act of 1936.[230] government pays 50 percent of cost, funds 25 percent with low-interest loan, owner puts up 25 percent U.S. Contract, Ship Bill Signed By President: Walsh-Healey Measure Establishes 'NRA' in Government Deals. The Washington Post (1923-1954); Washington, D.C. [Washington, D.C]01 July 1936: X28.

Commission financed 16 ships, known as "Maritime freighers" eah 620 ft long, 60 ft beams, 16,000 tons, powered with older steam reciprocating engines companies were able to trade, ton for ton, older ships to the maritime commissino for the Maritime boats [231] MC built Interlake's E.G. Grace, 1943, 604 ft, scrapped 1984 Frank Armstrong, 1943, 603 ft., converted to oil 1973, renamed Samuel Mather 1976, scrapped 1987 Frank Purnell, 1943, 603 ft, sold to Bethlehem Steel in 1966 [232]


April 1944, Interlka'es James H. Reed went down after colliding with the Ashcroft


Post-war years

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June 23, 1948, the Crete collided with the Morgan In November 1948, Frank Armstrong collided with the John J. Boland


SS Elton Hoyt II launched in 1952


early 1950s Interlake began modernizing its fleet began building new, longer ships began converting coal to oil began giving all ships radar [233]


Services for Elton Hoyt II, Industrialist, Are Tomorrow Plain Dealer (Published as CLEVELAND PLAIN DEALER.) - March 17, 1955Browse Issues Page: 6


27 of 35 ships to go to sea immediately Gayner Virgil L. Great Lakes Marine News Plain Dealer (Published as CLEVELAND PLAIN DEALER.) - April 6, 1955Browse Issues Page: 26


John Sherwin named PM senior managing partner and interlake pres Bryan John E. Pickands Mather Puts Sherwin at Helm With Jackson and Chisholm Plain Dealer (Published as CLEVELAND PLAIN DEALER.) - April 8, 1955Browse Issues Page: 1, 34


The SAMUEL MATHER (4) was transferred on March 24, 1965 to the newly formed Pickands Mather subsidiary Labrador Steamship Co. Ltd. (Sutcliffe Shipping Co. Ltd., operating agents), Montreal, Que. to carry iron ore from their recently opened Wabush Mines ore dock at Pointe Noire, Que. to U.S. blast furnaces on Lakes Erie and Michigan.


merged into Pikands Mather on August 31, 1966 [145]


In 1968, Sherwin engineered the sale of Pickands Mather to the Diamond Shamrock Corporation, a Cleveland-based shipping, chemical manufacturing, and oil refining and consumer sales company.[234] Beginning in 1970, Interlake began to dispose of a large number of its smaller ships. and built three 1,000-foot (300 m) long Great Lakes freighters: the James R. Barker, the Mesabi Miner, and the William De Lancey.[234]

Diamond Shamrock held the company for just four years.[234] In December 1972, Diamond Shamrock sold Pickands Mather for $66 million to the Moore-McCormack Company, operator of a large fleet of international freighters and some of the last American-owned passenger ocean liners. (The sale did not include Pickands Mather's chemical manufacturing arm.)[235]

Moore-McCormack, however, retained control of the Interlake Steamship Company. In 1981 Interlake's fleet contained 151 vessels, and was capable of carrying over three million tons of cargo at one time.[236] In early 1987, Barker resigned from Moore-McCormack and bought the Interlake Steamship Company from Moore-McCormack. Paul R. Tregurtha joined Barker in managing the company, which was now a privately held company.[234][237]

About April 2018, Interlake established a subsidiary service known as Interlake Logistics Solutions. Although its existing freight services were focused on bulk raw materials, the new service offered shipping on finished goods. The Barker and Tregurtha families, owners of Interlake Steamship, chartered the 418-foot (127 m), 14,000 short tons (13,000 t) barge Montville from Moran Towing (also owned by the Barker and Tregurtha families) to provide this new service on an as-needed basis.[238]

In April 2019, Interlake Steamship announced construction of a 639-foot (195 m) long, 75-foot (23 m) wide River-class self-unloading bulk freighter. The vessel, to be built by Fincantieri Bay Shipbuilding in Sturgeon Bay, Wisconsin, will be the first ship built for the U.S.-flagged Great Lakes fleet since 1983, and the first built by Interlake since 1979. The as-yet unnamed ship is expected for mid-2022 delivery.[239]

Leadership

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The presidents of Interlake Steamship were:

  • Henry G. Dalton, April 1913-December 1925
  • Harry Coulby, December 1925-January 1929
  • Henry G. Dalton, June 1929-December 1939
  • Elton Hoyt II, January 1940-March 1955
  • John Sherwin, April 1955-October 1968


In 1968, Sherwin engineered the sale of Pickands Mather to the Diamond Shamrock Corporation, a Cleveland-based shipping, chemical manufacturing, and oil refining and consumer sales company.

In December 1972, Diamond Shamrock sold Pickands Mather for $66 million to the Moore-McCormack Company, operator of a large fleet of international freighters

Moore-McCormack sold the iron and coal mining businesses of Pickands Mather to Cleveland-Cliffs Inc. in November 1986

In early 1987, James R. Barker resigned from Moore-McCormack and bought the Interlake Steamship Company from Moore-McCormack.




Fleet

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As of 2018, the Interlake Steamship fleet consists of 12 active vessels, one active tug, and one inactive vessel.

Interlake fleet
image name launch
date		 notes
  Herbert C. Jackson 1959[240]
  The Hon. James L. Oberstar 1959[241][242]
  • Built as Shenango II;[241][242] renamed Charles M. Beeghly in 1967; renamed Hon. James L. Oberstar in 2010.[241][243]
  James R. Barker 1976[244]
  • Third 1,000-foot vessel on the upper lakes.
John Sherwin 1958[245]
  • Conventional dry bulk Lake freighter
  • Not functional; serves as a grain storage ship in Chicago, Illinois.[ap]
  Kaye E. Barker 1952
  • Formerly the Edward B. Greene; renamed Benson Ford in 1985; renamed in 1989.
  Lee A. Tregurtha 1942
  • Formerly the Chiwawa; renamed Walter A. Sterling in 1960; renamed William Clay Ford in 1989; renamed in 1989.
  Mesabi Miner 1977[247]
  • Fourth 1,000-foot vessel on the upper lakes.
  Pathfinder 1952[248]
  • Formerly the freighter J. L. Mauthe; converted in 1998 to self-unloading barge Pathfinder.[249]
  • Powered by tug Dorothy Ann, also owned by Interlake.
  Paul R. Tregurtha 1981[250]
  • Thirteenth 1,000-foot vessel on the upper lakes.
  • Formerly the William J. De Lancey; renamed in 1990.[251]
  Stewart J. Cort 1972

See also

edit
  • List of Pickands Mather ships, a list which describes vessels owned by Interlake Steamship Co., and others owned by Pickands Mather, through 1987.

References

edit
Notes
  1. ^ The ship, at 242 feet (74 m) the largest vessel on the Great Lakes at the time, is sometimes spelled "Ketcham" in records.[4] Pickands Mather sold the Ketchum in 1892.[5]
  2. ^ Mather's mother was a descendant of James Fenimore Cooper. The ships were named for characters in Cooper's Leatherstocking Tales.[5]
  3. ^ The Interlake fleet's vessels[5] were the 1897 iron-hulled schooner Constitution,[17] the 1894 steamship Kearsarge,[18] and the 1895 steamer Victory.[19]
  4. ^ By 1898, most of Minnesota Steamship's stock was owned by the Minnesota Iron Co.[22] Jay C. Morse was a major stockholder in Illinois Steel, which merged with several other companies into Federal Steel in 1898. Federal Steel merged with Carnegie Steel and other companies in 1901 to form U.S. Steel.[23]
  5. ^ Wicklund appears to be referring to powered ships. Huron Barge owned the 1898 steamship Sagamore (formerly the David Z. Norton)[25] and the 1892 iron-hulled steamer Pathfinder,[26] while Interlake still owned the Constitution,[27], Kearsarge,[28] and Victory.[29] Huron Barge also owned two non-powered vessels, the the 1890 barge Buffalo[30] and the the 1895 barge Tycoon.[31]
  6. ^ These were the only four ships built by Mesaba Steamship.[37] All were longer than 500 feet (150 m).[35][38]
  7. ^ This independent company was formed in 1903 by Benjamin Wolvin.[39][40]
  8. ^ This independent company was formed in 1900 by Frank Peavey, a Minneapolis grain merchant. Wolvin was a minority stockholder in the company.[41]
  9. ^ This independent company was formed in 1901 by Wolvin.[42][43]
  10. ^ This gave American Ship Building control of all but one drydock on Lake Michigan.[48]
  11. ^ All the ships were named for mines or mining companies operated by Pickands Mather.[49] The 440-foot (130 m) ships had a capacity of 7,000 short tons (6,400 t), while the 500-foot (150 m) ships had a capacity of 8,000 short tons (7,300 t). The original order called for three 500-foot (150 m) ships,[48] but this was changed to two. The SS Cyprus was lost with all hands in a storm on Lake Superior on October 11, 1907.[57] The Cyprus was not replaced, and no more ships built for Lackawanna Steamship between 1907 and its 1913 merger into Interlake Steamship.[58]
  12. ^ The company issued $3 million in bonds to create its first insurance fund.[60]
  13. ^ These were the Frank J. Hecker, Frank W. Gilchrist, George H. Russel, Gilchrist, Henry S. Sill, James B. Wood, J.L. Weeks, John Sherwin, Joseph C. Gilchrist, Jupiter, Lake Shore, Lewis Woodruff, Neptune, Perry G. Walker, R.E. Schuck, R.L. Ireland, and the Venus.[59]
  14. ^ These were the Adriatic, Calumet, Corona, Crete, Elba, Hemlock, and Odonah.[59]
  15. ^ These were the Augustus B. Wolvin, J.C. Wallace, and Ward Ames.[59]
  16. ^ These were the James H. Hoyt, D.G. Kerr, and J.H. Reed.[59]
  17. ^ The Standard Steamship Co. was incorporated in Minnesota in Feburary 1907.[62] The company's lone vessel was the freighter H.P. Bope. Standard Steamship was part of the "Wolvin fleet", like Acme and Provident.[63]
  18. ^ The other incorporators received stock in the new company: Mesaba, $1.33 million in stock; Lackawanna, $1.33 million in stock; Interlake, $229,000 in stock; Huron Barge, $203,000 in stock; Provident, $468,000 in stock; Acme, $761,000 in stock; and Standard, $181,000 in stock.[59]
  19. ^ All of Interlake's officers were partners in Pickands Mather. Pickands Mather thus not only managed but controlled Interlake Steamship.[67]
  20. ^ Most of the vessels which formed the Interlake fleet in April 1913 were renamed. The the Frank J. Hecker became the Perseus; Frank W. Gilchrist became the Cepheus; the George H. Russel became the Canopus; the Gilchrist became the Lupus; the Henry S. Sill became the Cetus; the J.L. Weeks became the Corvus; the James B. Wood became the Arcturus; the Joseph C. Gilchrist became the Cygnus; the Lake Shore became the Indus; the Lewis Woodruff became the Argus; the Perry G. Walker became the Taurus; the R.E. Schuck became the Hydrus; and the R.L. Ireland became the Sirius. The John Sherwin, Jupiter, Neptune, and Venus retained their existing names.[61]
  21. ^ Cleveland Steamship was also known as the "Mitchell fleet" after the builder of most of the vessels, Captain John Mitchell.[72]
  22. ^ The steamer Samuel Mather was renamed Pathfinder to accommodate the name of the new vessel.[83]
  23. ^ These were the Cepheus, James H. Hoyt, Indus, Lupus, Mars, Sirius, and Uranus.[89]
  24. ^ Built as the SS Hendrick S. Holden in 1898, she was renamed SS Vandoc after her 1926 sale.[92]
  25. ^ Built as the SS John J. Albright in 1901, she was renamed SS Fort Willdoc after her 1926 sale.[93]
  26. ^ Throughout the depression, Dalton oversaw financing and contracts for shipping while Hoyt supervised the day-to-day operations of the Interlake fleet.[107]
  27. ^ Youngstown Sheet and Tube owned only 9.6 percent of Interlake stock.[108]
  28. ^ It made $2.4 million ($42,600,000 in 2023 dollars) in 1928.[113]
  29. ^ The 21 shippers in 1938 operated 308 ships, of which 79 were owned by the largest shipping firm, Pitttsburgh Steamship.[144]
  30. ^ Some areas of the economy, like agricuture[148] and rural banks,[149] had been in depression throughout the 1920s.
  31. ^ The news media reported that the reserve fund had been as high as $3.618 million ($63,500,000 in 2023 dollars) at the end of 1927.[100]
  32. ^ A majority of business and political leaders felt the October crash was temporary and that recovery would occur in 1930.[152][153]
  33. ^ Youngstown Sheet and Tube, which had the majority interest in Youngstown Steamship, effectively shuttered its shipping line.[156] Havighurst[8] and Barnett[145] claim that Pickands Mather actually bought Youngstown Steamship, but this appears to be an error.
  34. ^ In comparison, economic growth in 1938 was 1.5 percent,[169] and would have been much higher had not the contraction occurred. Unemployment that year was 14.3 percent.[170]
  35. ^ In the first year of World War II, growth would soar to 27.1 percent[169] and unemployment would drop to just 4.7 percent.[170]
  36. ^ Mothballing affects the engines most. After all fluids are removed, it is partially dismantled, cleaned, and portions packed in grease. The ship's fresh water and sewage systems are emptied and dried, the interior is fumigated, equipment is installed to maintain the interior atmosphere at about 30 percent humidity, electronics are partially dismantled and storing in special preservative packing, and protective coatings are applied to the hull and deck, among other measures. Certain ship's systems, like the bilge pumps, are run at intervals and the ship checked and repaired for rust or damage.[172] Long layups (without mothballing) can damage a ship.[107]
  37. ^ Of these, 27 vessels were involved in the lucrative iron ore trade. The other two were involved in coal and grain shipping.[177]
  38. ^ The Croft had been in layup for two years.[181]
  39. ^ Interlake did not, however, hire new crews. It merely moved crews from one boat to another.[185]
  40. ^ Interlake Steamship had 15 percent of the total carrying capacity of the 321 ore freighters on the lakes.[192]
  41. ^ The figure was 63,700,000 short tons (57,800,000 t) tons of ore, the most since 1929.[213]
  42. ^ The vessel's propeller has been removed and has been loaned to the National Museum of the Great Lakes in Toledo, Ohio, where it is on display.[246]
Citations
  1. ^ McKendree 1918, pp. 215–216.
  2. ^ Reynolds & Dawson 2011, pp. 71–72.
  3. ^ Seaway Review 1981, p. 55.
  4. ^ a b Whelan 2014, p. 11.
  5. ^ a b c d Whelan 2014, p. 12.
  6. ^ Brown 2008, p. 98.
  7. ^ Wicklund 2009a, p. 9.
  8. ^ a b c Havighurst 1958, p. 69.
  9. ^ Miller 1999, p. 52.
  10. ^ Wicklund 2009a, pp. 9–10.
  11. ^ a b Cite error: The named reference seaway was invoked but never defined (see the help page).
  12. ^ Havighurst 1958, p. 88.
  13. ^ Havighurst 1958, p. 92.
  14. ^ Havighurst 1958, p. 89.
  15. ^ a b c Wright 1969, p. 52.
  16. ^ Blue Book of American Shipping 1899, pp. 21, 35, 57.
  17. ^ Blue Book of American Shipping 1899, p. 21.
  18. ^ Blue Book of American Shipping 1899, p. 35.
  19. ^ Blue Book of American Shipping 1899, p. 57.
  20. ^ "American Shipbuilding". The Economist. July 1920. p. 92. Retrieved December 5, 2018.
  21. ^ a b Havighurst 1958, p. 70.
  22. ^ "Steel Concerns". The Plain Dealer. August 12, 1898. p. 5.
  23. ^ Telgen 2005, pp. 90–91.
  24. ^ a b Wicklund 2009c, p. 13.
  25. ^ Blue Book of American Shipping 1904, p. 209.
  26. ^ Blue Book of American Shipping 1904, p. 204.
  27. ^ Blue Book of American Shipping 1904, p. 180.
  28. ^ Blue Book of American Shipping 1904, p. 193.
  29. ^ Blue Book of American Shipping 1904, p. 125.
  30. ^ Blue Book of American Shipping 1904, p. 177.
  31. ^ Blue Book of American Shipping 1904, p. 214.
  32. ^ Poor's Manual of Industrials 1913, p. 272.
  33. ^ Greenwood 1984, p. 339.
  34. ^ "At the Wyandotte yard". Iron Trade Review. August 16, 1906. p. 18. Retrieved January 12, 2016.
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  36. ^ "Big Freighter Loaded By Crew". The Plain Dealer. July 20, 1907. p. 8.
  37. ^ a b Beeson's Marine Directory 1914, p. 181.
  38. ^ "Big Freighters Coming Fast". The Plain Dealer. August 31, 1906. p. 10; "Many Vessels Held In Port". The Plain Dealer. July 21, 1907. p. 7.
  39. ^ Miller 1999, p. 49.
  40. ^ "Largest Boat On Fresh Water". The Plain Dealer. April 10, 1904. pp. 1, 9.
  41. ^ Miller 1999, pp. 42–43.
  42. ^ Miller 2002, p. 22.
  43. ^ "Five More Steel Freighters". Iron Trade Review. July 24, 1902. p. 35. Retrieved December 4, 2018.
  44. ^ Thompson 1994, p. 92.
  45. ^ Poor's Manual of the Railroads of the United States 1909, p. 1608.
  46. ^ "Lackawanna Steamship Co.'s Bonds". The Marine Review. March 12, 1908. p. 29. Retrieved December 5, 2018.
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  49. ^ a b "Lake Items". American Marine Engineer. April 1907. p. 27. Retrieved December 5, 2018.
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  51. ^ Blue Book of American Shipping 1907, p. 158.
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  55. ^ a b Blue Book of American Shipping 1907, p. 180.
  56. ^ Blue Book of American Shipping 1907, p. 149.
  57. ^ "Lake Ship Lost, Crew of 23 Drowned". American Marine Engineer. November 1907. p. 18. Retrieved December 5, 2018.
  58. ^ Blue Book of American Shipping 1913, pp. 29, 34, 37, 40, 59, 71.
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  60. ^ a b c Whelan 2014, p. 15.
  61. ^ a b c d "Interlake Steamship Co". Marine Review. May 1913. pp. 184–185. Retrieved January 12, 2016.
  62. ^ State Auditor of Minnesota 1908, p. 134.
  63. ^ "Refuses Longer To Hold Office". The Plain Dealer. February 8, 1911. p. 11.
  64. ^ Mills 2003, p. 292.
  65. ^ Blume 2012, p. 191.
  66. ^ a b "Coulby Again to Head Fleet of Lake Boats". The Plain Dealer. December 18, 1925. p. 13.
  67. ^ a b Subcommittee of the Committee on Education and Labor 1939, p. 9893-9894.
  68. ^ "Save Large Sum Insuring Vessels". The Plain Dealer. December 15, 1914. p. 15.
  69. ^ "Buys Large Boat As Rush Adds to Values of Ships". The Plain Dealer. October 5, 1915. p. 14.
  70. ^ a b "Inter-Lake Buys $3,000,000 Fleet". The Plain Dealer. December 31, 1915. p. 13.
  71. ^ a b Havighurst 1958, p. 99.
  72. ^ "Line Boat Merger To Be Known Soon". The Plain Dealer. January 7, 1916. p. 17.
  73. ^ Wicklund 2009c, p. 16.
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  77. ^ Havighurst 1958, p. 101.
  78. ^ Cornell, Arnold E. (March 26, 1916). "First of 600-Foot Ships Is Launched". The Plain Dealer. p. 36.
  79. ^ Callahan, George V. (July 1, 1923). "News of the Great Lakes". The Plain Dealer. p. 13.
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  90. ^ "Marine News". The Plain Dealer. April 11, 1926. p. 29.
  91. ^ "Ship Sunk in Collision". The Plain Dealer. July 22, 1926. p. 1.
  92. ^ Devendorf 1996, pp. 88, 215.
  93. ^ Devendorf 1996, pp. 95, 215.
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  98. ^ "Appointed Receiver for Boat". The Plain Dealer. October 4, 1927. p. 25.
  99. ^ "Newest Lake Freighter Is Richly Fitted". The Plain Dealer. October 30, 1927. p. 63.
  100. ^ a b c d "Interlake Shows Gain in Profits from Record Year". The Plain Dealer. April 1, 1928. p. 27.
  101. ^ "Marine News". The Plain Dealer. January 24, 1929. p. 14.
  102. ^ "Marine News". The Plain Dealer. April 24, 1929. p. 10.
  103. ^ "Harry Coulby Is Dead". The New York Times. January 19, 1929. p. 11.
  104. ^ Rockwell, Guy T. (June 8, 1929). "H.G. Dalton Again Elected Head of Interlake Fleet". The Plain Dealer. p. 13.
  105. ^ "Pickands, Steel Leader, Is Dead". The Plain Dealer. August 11, 1929. p. A18.
  106. ^ Rockwell, Guy T. (September 10, 1929). "Interlake Calls Meeting to Vote New Stock Split". The Plain Dealer. p. 13.
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  108. ^ a b Subcommittee of the Committee on Education and Labor 1939, p. 9879.
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  110. ^ "Faultless Gives Stock Rights and Calls Preferred". The Plain Dealer. September 28, 1929. p. 17.
  111. ^ a b "Interlake Soars to Another Peak". The Plain Dealer. September 11, 1929. p. 15.
  112. ^ "Many Good Gains Spot Local List". The Plain Dealer. November 23, 1929. p. 12; "Cleveland Stock Quotations". The Plain Dealer. December 20, 1929. p. 14.
  113. ^ a b c "Financial News". The Times of Munster. April 2, 1930. p. 15.
  114. ^ a b "Cleveland Stock Exchange Transactions for the Past Week". The Plain Dealer. December 17, 1930. p. 23.
  115. ^ a b Rockwell, Guy T. (December 14, 1930). "Gold Balances May Aid Trade". The Plain Dealer. p. B5.
  116. ^ "Steel Group Up in Local Trading". The Plain Dealer. February 20, 1934. p. 14.
  117. ^ "Small Recovery Rules Local List". The Plain Dealer. December 19, 1931. p. 14.
  118. ^ a b "Profit Or Loss". The Plain Dealer. March 8, 1932. p. 11.
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  123. ^ a b "Interlake Steamship Shows Net for 1933". The Plain Dealer. March 30, 1934. p. 11.
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  125. ^ "Sherwin Shares Go to New York". The Plain Dealer. November 6, 1934. p. 8.
  126. ^ "Interlake Steamship Finances". The Nautical Gazette. March 9, 1935. p. 34.
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  131. ^ a b c "Best Profit in 9 Years". The Plain Dealer. March 30, 1938. p. 7.
  132. ^ a b "Local Exchange Stocks Surge Up During Week". The Plain Dealer. March 7, 1937. p. B8.
  133. ^ "Cleveland Stock Quotations". The Plain Dealer. November 18, 1937. p. 13.
  134. ^ a b Cite error: The named reference stockexc12041938 was invoked but never defined (see the help page).
  135. ^ "Electric Controller Votes 75 Cents". The Plain Dealer. May 25, 1938. p. 10.
  136. ^ a b "Interlake Reports $428,000 Net". The Plain Dealer. March 28, 1939. p. 8.
  137. ^ a b "5,867 Shares Traded Here". The Plain Dealer. December 29, 1939. p. 8.
  138. ^ a b "Interlake Profits Dip Due to '40 Ore Rates". The Plain Dealer. March 20, 1941. p. 12.
  139. ^ a b "Cleveland Cliffs Is Strong". The Plain Dealer. December 25, 1940. p. 42.
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  153. ^ Cannadine 2008, pp. 394, 396.
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  162. ^ "Securities in Mather Will up $3,808,368". The Plain Dealer. December 31, 1935. pp. 1, 4.
  163. ^ a b Daniels 2015, pp. 346–348.
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  168. ^ Kindleberger 1986, pp. 273–275.
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  175. ^ "Early Gains Lost by Local Stocks". The Plain Dealer. April 21, 1932. p. 10.
  176. ^ "Marine News". The Plain Dealer. May 12, 1932. p. 13.
  177. ^ a b c d "Marine News". The Plain Dealer. September 17, 1933. p. 28.
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  179. ^ "Marine News". The Plain Dealer. July 11, 1933. p. 17.
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  184. ^ "Cleveland Stock Quotations". The Plain Dealer. April 25, 1934. p. 10; "Ohio Industrial Shares Make Good Advances". The Plain Dealer. May 12, 1935. p. 32; "Ohio Securities Set Slower Pace in Local Trading". The Plain Dealer. August 18, 1935. p. 22.
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Bibliography

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{{DEFAULTSORT:Interlake Steamship Company [[Category:Transport companies established in 1913 [[Category:Shipping companies of North America [[Category:1913 establishments in the United States

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