Howard L. Shaw 1900 - Today

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Built by Detroit Ship Building Co., Wyandotte, MI as hull 136. Launched on September 15, 1900 as HOWARD L. SHAW for Eddy-Shaw Transit Co., Bay City, MI. Dimensions: 451' 6" loa x 51' 5" beam x 28' 0" depth; 4,901 GRT, 3,802 NRT. Powered by a 1,150 ihp triple expansion steam engine and two coal-fired Scotch boilers. November 1, 1900, loaded a port record 260,000 bu. of flax at Duluth-Superior which was valued at $468,000.

Sold to the U.S. Steel Corp., Cleveland, OH and in 1902, operated by the Pittsburgh Steamship Co. Ran aground in Mud Lake while down bound in the St. Marys River, April 26, 1926. Transferred to the Pittsburgh Steamship Co. in 1904. May 25, 1906, passed between cable of CORALIA and MAIA raking the deck of spars and stack and the ship went aground due to the impact. November 12, 1919, was the last ship to see the ill-fated JOHN OWEN on Lake Superior before the ship was lost. The hull was reconstructed with arch frames and also was reboilered in 1922 with two coal-fired Scotch boilers at Toledo Ship Building Co., Toledo, OH. New tonnage: 4,241 GRT, 3,064 NRT.

In 1940, it was sold to Upper Lakes & St. Lawrence Transportation Co. Ltd (later Upper Lakes Shipping Ltd), Toronto, ON without a name change. The Canadian tonnage became 4,769 GRT, 3,547 NRT, 7,500 dwt, 246,000 bushel capacity. Became stuck in the ice at the lower end of the Rock cut for 3 days delaying 11 other downbound ships, December 13, 1958. The ship was dynamited in a labor dispute in Chicago, IL on September 6, 1963 causing a two foot hole in the hull. The SHAW had been waiting since April 22 to load.

Sold to the Toronto Harbour Commissioners and was sunk on July 4, 1969 along with the DOUGLASS HOUGHTON and VICTORIOUS for a breakwall at Ontario Place. Her hull remains there today with her fleet mates.

Ready to be launched, September 15, 1900.
(Detroit Publishing, Library of Congress collection)

(Detroit Publishing, Library of Congress collection)

Final preperations, September 15, 1900.
(Detroit Publishing, Library of Congress collection)

Into the water, September 15, 1900.
(Detroit Publishing, Library of Congress collection)

September 15, 1900.
(Detroit Publishing, Library of Congress collection)

Departing the Poe Lock with the barge Marcia in tow, 1908. The Thomas Adams waiting first in line with two more behind.
(Detroit Publishing, Library of Congress collection)

The barge Marcia following, 1908.
(Detroit Publishing, Library of Congress collection)

The Shaw after being raked by the tow in to her barges Coralia & Maia, May 25, 1906.
(Paul Michaels Collection, courtesy Skip Gillham)

Clearing piers above the Soo Locks
Note the range light in the background.
(Detroit Publishing, Library of Congress collection)

Date and location unknown.
(Detroit Publishing, Library of Congress collection)

Departing the Soo Locks upbound.
(Detroit Publishing, Library of Congress collection)

Inbound Duluth piers for another load.
Note Duluth North Pier Light had not built yet.
(Detroit Publishing, Library of Congress collection)

A postcard version of the previous picture.
(Matt Miner Collection)

Downbound the railroad bridge above the Soo Locks, 1940's.
(Thomas Manse Collection)

A postcard view of her laid up in Fariport, OH for the winter.
(Matt Miner Collection)

Downbound the Poe Lock, 1940's.
(Thomas Manse Collection)

Upbound under the Blue Water Bridge.
(Photo by Ron Beaupre)

My Father Sam McLeod on the Deck of the Shaw, circa 1950-52.
(Courtesy David McLeod)

Stern cabins with her barge in tow, circa 1950-52.
(Courtesy David McLeod)

Discharge book, with entries as 4th and 3rd engineer on the Shaw and Signatures of Frank Harpell and Geo. Davies, Captains.
(Courtesy David McLeod)

Sam McLeod did sail the Shaw again, but only for 12 days, (see entry 23) in 1960 as Chief Engineer. They were moving a lot of smaller Canalers around and he also did relief while waiting for the Red Wing to be readied at Port Weller for her maiden voyage.
(Courtesy David McLeod)

Downbound loaded at Mission Pt.
(Terry McCullough collection)

Stuckin in the ice at the lower end of the Rock Cut with the cutter Arundel along side, December 13, 1958.
(Thomas Manse Collection)

Aerial view looking up the Rock Cut, December 13, 1958.
(Thomas Manse Collection)

Clipping from the newspaper, December 13, 1958.
(Thomas Manse Collection)

The Arundel and Mesquite working to clear the ice, December 13, 1958.
(Thomas Manse Collection)

A wider view, December 13, 1958.
(Thomas Manse Collection)

The Arundel pulling on the stern, December 13, 1958.
(Thomas Manse Collection)

Tied up in Goderich, Fall 1959. Left to right.
Maunaloa II, Howard L. Shaw, Glenbogie, Bryn Barge
(Photo by John Mackay)

Departing the Canadian Lock upbound with the Bryn Barge in tow.
(Photo by Ron Beaupre)

Loading coal into her bunker at Valley Camp, Port Colborne.
(Ken Lowes photo, Skip Gillham Collection)

Downbound Port Huron with the Bryn Barge.
(Terry McCullough & John Mackay collections)

Tied up in Port Colborne with the Ralf Budd along side.
(Ted Jones photo, Skip Gillham Collection)

Waiting for a lock on the Welland Canal.
(Terry McCullough collection)

Upbound at Point Edward with the old Peerless Cement plant in the background.
(Terry McCullough collection)

Clearing the Canadian Lock in Soo, ON.
(Photo by Ron Beaupre)

Downbound at Mission Pt.
(Photo by Ron Beaupre)

News clipping of the dynamite explosion from the Chicago Tribune, September 7, 1963.
(Courtesy Del Jones)

Police inspecting the scene, September 7, 1963.
(Courtesy Del Jones)

Close up of the hole, September 7, 1963.
(Courtesy Del Jones)

At the American Shipbuilding drydock in the Calumet River for dynamite repairs, September 15, 1963. New
(Photo by Ralph Walters, Boatnerd collection)

Another view in the drydock, September 15, 1963. New
(Photo by Ralph Walters, Boatnerd collection)

Workers torch out the rivets of the damaged steel, September 15, 1963. New
(Photo by Ralph Walters, Boatnerd collection)

The hole can be seen under the worker on the left, September 15, 1963. New
(Photo by Ralph Walters, Boatnerd collection)

Many rivets to go, September 15, 1963. New
(Photo by Ralph Walters, Boatnerd collection)

A view from the ship's deck, September 15, 1963. New
(Photo by Ralph Walters, Boatnerd collection)

Closer view, September 15, 1963. New
(Photo by Ralph Walters, Boatnerd collection)

A wide view with the ULS Marine Superintendent and Captain looking at the work, September 15, 1963. New
(Photo by Ralph Walters, Boatnerd collection)

ULS Marine Superintendent Frank MacInnis (left) and Captain Harold Jones, September 15, 1963. New
(Photo by Ralph Walters, Boatnerd collection)

Passing through the Homer Bridge on the Welland Canal, 1964.
(Photo by Alfred Sagon-King, Skip Gillham collection)

Running light, September 1964.
(Mark Vander Meulen collecion)

Approaching Lock 1 on the Welland Canal from Lake Ontario.
(Terry McCullough collection)

Laid up for the winter at the Toronto Elevators, December 1964.
(Photo by Skip Gillham)

Upbound at Mission Pt., September 1966.
(Photo by Jim Kidd)

Stern view, September 1966.
(Photo by Jim Kidd)

Transiting the Welland Canal, December 1966.
(Photo by John Mackay)

Running light on the St. Clair River.
(Terry McCullough collection)

Unloading at the Toronto Elevators, April 23, 1967.
(Photo by Skip Gillham)

Downbound at Mission Pt.
(Photo by Tom Manse)

Four convicted of bombing, May 6, 1969.
(Toledo Blade, courtisy Del Jones)

Aerial view of Ontario Place, April 9, 2011
(Photo by Chuck Wagner)

My great-grandfather received, as a gift, the bell from an industry friend around the time the Howard L. Shaw was dynamited in the port of Chicago.
(Photo by Zack Young)

I am curious to learn the value of the bell, or of any institutions that could provide me with more information on the nature and/or significance of the bell. If you have any information on the bell or its properties I would be delighted to hear back.
(Photo by Zack Young)

Anchor on display along the Welland Canal above Lock 1, April 20, 2013.
(Photo by Skip Gillham)

Another view, April 20, 2013.
(Photo by Skip Gillham)