A Brief
History of the Steamer Carl D. Bradley
By Gerald
Micketti
The new
Str. Carl D. Bradley, largest freighter of the Bradley Transportation Co.
fleet, which has just been completed at the yards at Lorain, poked here big
nose around Adams point this morning for a first sight of Calcite harbor and
a short time later was given a warm welcome by hundreds of plant employees
and hundreds from Rogers City, who came to the docks for a sight of the
handsome new boat.
The
community gave a warm welcome as the big boat drew into Calcite with
President Carl D. Bradley and Vide-President John G. Munson on board. The
Rogers City military band went out on a tug and a tug bearing Mrs. Carl D.
Bradley and a party of friends escorted the Bradley into the slip. Hundreds
of flags waved a gay welcome and whistles heralded the arrival.”
Advance,
July 28, 1927
The Man
Very
little is known about Carl D. Bradley prior to his coming to Rogers City.
He was born in Chicago, September 12, 1860. He began working as an iron
founder and in time he was managing several small foundries. In the late
1890's he moved to New York City and became associated with a consulting
firm. The firm he may have been working for was the J. G. White Company, an
engineering firm, which built trolley lines in major cities, power plants,
hydroelectric dams and commercial buildings and other major engineering
projects in various countries. James Gilbert White was the brother of
William Fullerton White. Both James G. and William F. White were graduates
of The Pennsylvania State University and stockholders of the Michigan
Limestone & Chemical Company. Carl D. Bradley was sent to Chicago in 1911
and became associated with the Michigan Limestone & Chemical Company. In
October of that year, Bradley was appointed general manager. In that
capacity he visited Calcite, but was not permanently residing in Rogers
City. He moved to Rogers City the following February. He served as general
manager until 1924 and as president of the Michigan Limestone & Chemical
Company since 1920. He died in Pasadena, California, while on vacation,
March 19, at the age of 68. At the time of his death he was the president
of the Michigan Limestone & Chemical Company and the Bradley Transportation
Company.
THE SHIP
The
Carl D. Bradley was a self-unloading or “self-discharging” vessel
delivering limestone for the Michigan Limestone and Chemical Company.
When the Michigan Limestone & Chemical Company began operations, the Company
recognized the need for the delivery of stone to its customers. Prior to
this time the consumers of limestone obtained limestone from the quarries
near them. If this was not possible then the stone had to be delivered. If
the customer was located near one of the Great Lakes, then a bulk carrier
could be utilized. Not all customers, however, had a dock or unloading
facilities to receive the stone. A self-unloading vessel could deliver the
stone without the use of unloading facilities or docks. All that is needed
is a channel deep enough for a vessel to move in close to shore, perhaps tie
up to a tree, swing out the unloading boom, and discharge the stone. To
unload the vessel the stone in the cargo hold is dropped through gates
located in the bottom of the hold onto two conveyor belts running the length
of the hold. The belts carry the stone forward to bucket-type elevators,
which lift the stone to another conveyor belt on the unloading boom. The
stone is then deposited where the customer wants it deposited.
The
steamer Carl D. Bradley was ordered because the previous year
the Michigan Limestone & Chemical Company agreed to deliver one million tons
of stone to the Universal Portland Cement Company’s new harbor at
Buffington, Indiana. The contract for this self-unloading vessel was given
to the American Ship Building Company. The new steamer Carl D.
Bradley was the second vessel with the name Carl D. Bradley. The
first Carl D. Bradley was constructed at Lorain, Ohio.
Construction started in 1917 and the vessel Carl D. Bradley
(1) glided gracefully into the Black River when she was launched March 24,
1917. Miss Louise Bradley, niece of Carl D. Bradley, broke a bottle of wine
over the bow at the christening. Prior to the launching of the new the
second Carl D. Bradley, the Carl D. Bradley (1)
had her name changed to John G. Munson (1). According to
Lorain, Ohio, newspaper accounts, 4,000 persons witnessed the new steamer
slide gracefully into the waters of the Black River amid the shrieking of
whistles and clanging of bells on April 9, 1927. Its immense size created a
huge wave as it slid down the ways. Mrs. Carl D. Bradley broke a red, white
and blue ribbon-covered bottle of spring water from the Calcite quarry
across the bow of the vessel.
The
steamer was 638 feet long overall, with a 65-foot beam, a depth of 33 feet
and a cargo capacity of 14,000 tons of crushed stone. The unloading boom
was 160 feet long. The engineering and propulsion plant on the Carl
D. Bradley (2) was similar to that on the T.W. Robinson
which was built two years before the Carl D. Bradley (2). The
boilers on the Bradley were water tube boilers instead of fire
tube boilers. The fuel used in the boilers was coal. The method of
propulsion, moving the boat through the water, was provided by the use of
turbo electric drive. The steam generated in the boilers was directed into
a steam turbine. The steam turbine turned a generator to generate the
electrical power. The power from the generator was used in the main motor,
which was directly connected to the propulsion shaft. By adjusting the
speed of the main motor the speed of the propeller was controlled, thus
controlling the speed of the vessel. This operation was like controlling
the speed of a ceiling fan in a house. The Robinson was the
first vessel on the Great Lakes to utilize this form of propulsion and the
Carl D. Bradley (2) was the second vessel to utilize this
method of propulsion. There was a third vessel on the Great Lakes which
used turbo electric drive and that was the large sand sucker J. R.
Sensibar. This method of propulsion did not prove to be
popular. The turbo-electric drive system was not installed in other Great
Lakes bulk carriers.
There were
other innovations on the Carl D. Bradley (2). The auxiliary
machinery, the unloading equipment and galley are powered with electricity,
with the power coming from the main motor. The vessel was equipped with the
latest navigational devices such as the gyro compass and gyro pilot (metal
mike) radio direction finder. For its day the Bradley was the
most update and largest steamer on the Great Lakes and she was recognized as
the Queen of the Lakes.
ARRIVAL AT CALCITE
The
Bradley arrived at the Port of Calcite under the command of William
MacLean and chief engineer John Sparre at 8 o’clock in the morning of July
28. Carl D. Bradley was on board and both he and the new steamer received a
joyous welcome. Operations at the Calcite Plant were suspended for several
hours to give all employees the opportunity to witness the arrival of the
new boat. Flags were placed on buildings, locomotives and trucks. Mrs.
Bradley and the Rogers City Community Band were on the new steel harbor tug
Rogers City to welcome the vessel and her husband. The next
day the Bradley received her first cargo of 14,627 tons of
limestone for delivery to Buffington. From that first trip until November
1958, through the depression, the war years, and the years of prosperity,
the Carl D. Bradley (2) sailed the Great Lakes delivering
stone and other bulk material as she was designed and built to do.
The year
1958 was not like the previous years. First of all the season started later
than the previous year. The Calcite and Cedarville
were scheduled to be the first loaded; but the possibility of unionizing the
deck officers almost jeopardized that. Two unions - the Masters, Mates and
Pilots Association and Marine Engineers Beneficial Association - had
conducted a campaign to unionize the Bradley fleet officers following the
successful organization by these unions of the Pittsburgh Steamship Division
licensed officers in the summer of 1956. The Michigan Limestone Division
officers agreed to meet with the representatives of the Masters, Mates and
Pilots Association, which seemed to feel the Bradley fleet officers wanted a
union. The result of this meeting was an election conducted by the American
Arbitration Association. The 27 licensed officers voted for no union
representation. The steamers did begin operations on April 21. All were
placed in commission except the W. F. White, because business
conditions did not warrant fitting her out.
Business
did not improve. July 1 the Carl D. Bradley was
decommissioned and placed in the lay-up basin at the Port of Calcite to
retard limestone deliveries to a rate in keeping with the then current
consumption of limestone. This would also permit stone producing operations
to continue through the shipping season at a normal level. It was
anticipated that the Bradley would return to operation later
in the season. In October both the Bradley and White
were fitted out and placed in service.
The
Carl D. Bradley, traveling light departed Buffington, Indiana around
9:30 pm, Monday, November 17, and headed up Lake Michigan bound for the Port
of Calcite. Roland Bryan, a sailor since age fourteen, was the master.
This trip was the last for the season and the steamer was going home. The
Bradley never made it. In less than 24 hours the Carl
D. Bradley was on the bottom of Lake Michigan and 33 of the 35-man
crew were dead or missing.
When the
vessel left Buffington, the winds were blowing up to 35 miles per hour from
the south. The storm that was about to engulf the Bradley was
developing over the plains when a cold front from the north met a warm front
over the plains. The temperature in Chicago had dropped about 20 degrees
that day. The forecast warned of gale winds. The crew prepared for severe
weather by securing the unloading boom and the hatches. The steamer
followed the route up the Wisconsin shore to Cana Island then changed course
and cut across Lake Michigan toward Lansing Shoal. As the wind velocity
increased, the crew filled the ballast tanks to maximum practical
condition. By 4:00 pm of the next day, the 18th, the winds had
reached 65 miles per hour. Even though the lake was rough and the winds
high, the boat rode the heavy seas with no hint of the laboring.
Captain
Bryan had asked the cooks to serve an early dinner. He knew the turn from
Lake Michigan toward Lake Huron would put heavy weather broadside of the
vessel. He wanted to give the mess crew the opportunity to clean up and
secure before turning. The mess room was full of crewmembers anticipating
going home.
About 5:30
pm First Mate Elmer Flemming radioed Calcite that the Bradley
would arrive at 2:00 am. Then a “loud thud” was heard. In the pilothouse
Captain Bryan and Flemming looked aft and saw the stern sag. Flemming
immediately sent a distress signal over the radio. “Mayday! Mayday! This
is the Carl D. Bradley. Our position is approximately twelve miles
southwest of Gull Island. We are in serious trouble! We’re breaking up!”
Captain Bryan sounded the general alarm, signaled the engine room to stop
the ship, and blew the whistle to abandon ship. The power system failed and
the lights in the bow section went out. The Bradley heaved
upward near amidships and broke in two. The forward section rolled over and
sank. The stern end plunged to the bottom. Within a few minutes the
Carl D. Bradley was gone.
In those
first minutes Elmer Flemming realized he did not have a life jacket. He
went to his stateroom two decks below to get the life jacket and returned to
the deck of the pilothouse where the life raft was located. He saw Captain
Bryan and other crewmembers pulling themselves along the boat’s railing to
the high side of the bow. The forward section was listing (leaning) to the
port side. Suddenly the bow lurched and he was thrown into the water. When
he came to surface, the forward section was gone and he saw the after
section swing to the port side. With the propeller high in the air, the
stern plunged to the bottom with lights burning. As the stern section
plunged there was an explosion and a flash of flame - the water had reached
the boilers.
Four men
made it to one of the life rafts: Flemming and deckhands Frank Mayes, Dennis
Meredith and Gary Strzelecki. They clung for dear life as the raft was
tossed about by the waves. The night was long, filled with terror,
mountainous waves, howling wind and bone-numbing cold water. Some of the
men had very little or light clothing. Dennis Meredith had no shoes, only
pants and sweat shirt. The raft was upset several times. Flemming could
not remember how many times he was washed off. He and Frank Mayes hung on.
Dennis Meredith and Gary Strzelecki did not survive. Frank Mayes remembered
thinking that someone would find them if they could last through the night.
He also remembered ice forming in his hair and ice encrusted on his life
jacket. He laid face down on the raft and gripped the sides of the raft to
hold on.
The Coast
Guard Radio Station WAD, Port Washington, Wisconsin, heard the
Bradley’s Mayday. Radio silence was ordered except for emergency
messages, and rescue operations were begun. Lieutenant Commander Harold
Muth, commanding officer of the Coast Guard cutter Sundew, got
the cutter under way and into Lake Michigan. The weather was fierce.
Captain Muth in a video recording said the waves were twenty feet high, and
the winds were out of the south-southwest 50-55 miles per hour with gusts up
to 65 miles per hour. Visibility was about 75-100 feet. The forecast
indicated the storm would be strengthening. The cutter Sundew
arrived at the scene of the last reported location of the Bradley
around 10:45 pm and began the search using the searchlight. As the search
continued the seas increased to 25 feet with the winds increasing to 65
miles per hour rolling in the heavy seas.
One of the
vessels joining the search was the German cargo ship Christian Sartori.
This vessel had recently passed the Bradley and was four miles
away when the distress signal was sounded. Despite the raging storm,
Captain Paul Mueller, master of the Christian Sartori, changed
course and headed back to join in the search. The turning around and
returning to the scene took an hour. The crew of the German ship searched
for survivors using flares. Captain Mueller signaled that they spotted only
a tank and a raincoat. Mayes and Flemming later indicated that the
Christian Sartori passed by them about one half mile away. That
tank may have been their raft. Flemming tried desperately to light the last
flare as the Sartori neared. The wet flare would not ignite.
The Sartori at the request of Captain Muth assisted in the
search until about 1:30 am. Sometime after the German ship left the scene,
the steamer Robert C. Stanley had joined in the search. The
Coast Guard cutter Hollyhock had also joined in the search
operation. Coast guard aircraft were dropping flares, but the flares were
not effective because of the poor visibility.
Around
8:00 am a lookout on the Sundew told Captain Muth that he saw
something ahead on the water. That something turned out to be a raft with
two men on it. When the cutter pulled alongside the raft, two crewmen
jumped to the raft to assist Mayes and Flemming onto the cutter. The
survivors were stiff and cold, unable to stand and needed assistance to get
aboard the Sundew. Warren Toussaint, the cutter’s corpsman,
said the survivors had icicles in their hair. The men were taken to the
Chief’s quarters on the cutter, wrapped in blankets and their vital signs
checked. The corpsman fed them a little beef broth every half hour. The
rescue party continued to search for survivors. Mayes and Flemming
requested to stay on board the cutter Sundew during the search
for shipmates. Around noon the cutter Hollyhock found bodies.
In late afternoon, the cutter returned to Charlevoix with the two survivors
and eight bodies covered with a tarp. In the early evening the
Hollyhock arrived in Charlevoix with nine bodies. Corpsman Toussaint
remembered that the atmosphere in Charlevoix was silence. People waited
silently with expectation in Charlevoix. The 17 bodies were taken to the
Charlevoix High School where a temporary morgue was set up. The body of
Gary Strzelecki was recovered by the freighter Transontario
and taken to Milwaukee. His body was later flown to Rogers City. The Coast
Guard continued to search for survivors or bodies until November 21. Search
parties went ashore on the islands looking for survivors. There were none.
What
happened? Why did the Carl D. Bradley sink? The Coast Guard
began an inquiry to answer those and other questions. Rear Admiral Joseph
Kerrins, commander of the Ninth Coast Guard District was in Rogers City
three days after the vessel sank to begin the investigation. After
completing his investigation in Rogers City, Admiral Kerrins traveled to
Charlevoix to listen to the testimony of Elmer Flemming and Frank Mayes.
When the interviews were completed, Admiral Kerrins indicated that the
formal inquiry was ended. Additional information was to be collected,
checked and assimilated. This process would take about 30 days.
There was
speculation, of course. Initial newspaper reports stated that the evidence
pointed to an explosion. This idea was probably based on the testimony of
Captain Paul Mueller of the Christian Sartori. He testified
at the Coast Guard inquiry that a violent explosion preceded the sinking of
the Bradley. After Mayes and Flemming told their story,
speculation shifted to the vessel breaking in two. Frank Mayes was adamant
in his story. He stated that he “saw the Bradley break in
half. I saw two distinct pieces of her hull. I saw severed electrical
wiring flash when it broke in half, and I saw two separate pieces of the
hull go down.” Letters By Captain Bryan seemed to support Frank Mayes. He
wrote, “This boat is getting ripe for too much weather.... I’ll be glad
when they get fixed up....” He wrote in another letter, “the hull is not
good... have to nurse her along... ‘take it easy’ were my instructions...
the hull was badly damaged at Cedarville....”
Retired
master Forrest F. Pearse of Rogers City expressed another possible theory of
the loss of the steamer. He was master of the Bradley for 16
years. His theory was that metal fatigue combined with effects of a tidal
wave may have led to the loss of the steamer. He described a tidal wave
this way: “On the Great Lakes there are certain small areas during a storm
that have a lower barometric pressure than the surrounding area. Because of
these differences a few waves often build up to twice the height of other
waves. Usually there are two or three such giant waves in succession. We
were told that waves out there were 25 or 30 feet high. The tidal waves
might have been from 45 to 60 feet high. The ship might have been caught on
two or three of these waves, with the bow and the stern high on the waves
and the amidships just hanging in the air. That could have caused the
breakup. I’ve experienced those tidal waves many times in the fall. They
are just there. There’s nothing to be done about them. You just have to
weather them.”
The
Bradley may have experienced “hogging” or “sagging.” “Hogging”
applies to vessels when the bow and the stern are drooping. “Sagging” is
the opposite. It refers to the condition when the midship section has
fallen. Both “Hogging” and “sagging” cause stress on the hull of the
vessel. There were hairline fractures in the bottom plates.
In the
course of its inquiry the Cost Guard learned that the Bradley
was scheduled for extensive maintenance work on her cargo hold during the
winter of 1958-59. The investigation also learned that the Bradley
had run aground twice during the 1958 season and may have experienced hull
damage. The two groundings were not reported.
When the
Coast Guard issued its report one of the conclusions was that the steamer
must have developed an undetected structural weakness or defect. Another
conclusion was to blame the vessel’s master Roland O. Bryan with exercising
poor judgment in making the decision to cross northern Lake Michigan from
Cana Island toward Lansing Shoal.
The
commandant of the Coast Guard, Vice-Admiral A. C. Richmond disapproved the
conclusion of the board regarding Captain Bryan. He also disapproved of the
board’s conclusion implying that the cause of casualty resulted because the
steamer encountered an unusual wave condition while in ballast. In other
words the Bradley may have been supported by heavy waves in
the middle but not at the forward and after ends of the boat (called
hogging). The pressure at the middle would cause the vessel to break as the
ends sag. Commandant Richmond stated the unexplained presence of hairline
cracks, two unreported groundings, and extensive renewal of the cargo hold
planned by the company for that winter led inevitably to the conclusion that
the vessel had developed an undetected structural weakness or defect.
Since the
Bradley disaster underwater searches have located the hull.
In 1959 the Army Corps of Engineers verified the position, size and shape of
the hull believed to be that of the Bradley. Sonar equipment
aboard the survey boat M. S. Williams confirmed that the
Bradley was lying on the bottom of Lake Michigan 53 and
one-quarter miles northwest of Boulder Reef.
Another
search conducted later appeared to dispute the findings of the Coast Guard
Marine Board of Investigation, which concluded that the Bradley
had broken in two before sinking. Through the use of an underwater
television system, the vessel Submarex established that the
sunken steamer “as it lie, apparently has continuity of the lower cross
section of her hull structure confirming” an earlier sonar finding - that
the vessel lay in one piece.
Another
attempt to locate the wreck of the steamer was moderately successful in
August 1995. An expedition spearheaded by Fred Shannon made several dives
to investigate and document the wreck. Frank Mayes, the only living
survivor of the Bradley, was on the expedition, too. He was
to have the privilege of diving in the two-man submarine Delta
to look again at the vessel he escaped in November 1958 as she was going to
the bottom of Lake Michigan. Several dives were made but were not
successful due to weather conditions and poor visibility below the surface
of the water. Frank Mayes and Delta pilot Chris Ijames did go
down in the mini-sub Tuesday, August 15, but visibility suddenly became poor
at 300 feet. They did, however, reach their target. They landed on the
stern section, port side, of the Bradley. When they landed,
Chris Ijames announced that the Bradley name had been
spotted. A plaque engraved with the names of the Bradley crew
and members of the expedition was released from the mini-sub near the engine
room of the hull. With the limited visibility no videotapes could be made
of the condition of the wreck. The question was left unanswered - was the
Bradley in one piece or two?
The answer
came two years later. Another Fred Shannon expedition with Frank Mayes and
James Clary dove to the hull of the Bradley in May 1997. She
was found in two pieces on the bottom of a trench about 370 feet below the
surface of Lake Michigan. The two pieces are upright and remarkably about
90 feet apart, nearly in line with each other. The stern and bow are free
of mud but the midsections are buried in mud. The forward section is
separated from the stern at about number ten hatch. The A-frame that
supported the unloading boom is intact and surprisingly the unloading boom
was still cabled to the saddle down the center of the spar deck. A remote
controlled submarine was used to provide video images of the pieces lying on
the bottom. According to newspaper reports, the pieces are only slightly
damaged with zero damage at the bow. It seems Frank Mayes was right, when
he testified that he saw the Bradley sink in two pieces
November 18, 1958.
Just
exactly what happened that November 18, 1958 may never be known. The Coast
Guard Marine Board of investigation in its final report put forth 23
opinions. Other people have indicated still more theories or opinions.
Perhaps a combination of foul weather, structural weakness and poor judgment
were responsible for the loss of the Bradley.
S/S
Carl D. Bradley
Ashlee, Laura R., "Broken In Two," Michigan History,
Vol 74, #6, Nov/Dec 1990, pp. 32-37.
Bourrie, Mark, Many a Midnight Ship True Stories if Great
Lakes Shipwrecks, Ann Arbor, Michigan: The University of Michigan Press,
2005, pp. 251-259.
Butler, Hal, Abandon Ship, Chicago, Illinois: Henry
Regnery Company, 1974, pp. 198-211.
Clary, James, "Bradley, Mayday," Michigan Natural
Resources Magazine, Vol 50, #6, Nov/Dec 1981, pp. 56-63.
Clary, James, Ladies of the Lakes, Lansing, Michigan:
Michigan Department of Natural Resources, 1981, pp. 145-155.
Davenport, Don, Fire and Ice Shipwreck on Lake Michigan,
Madison, Wisconsin: Northwood, 1983.
Dennis, Jerry, The Living Great lakes, New York:
Thomas Dunne Books, 2003, p. 103.
Donahue, James, L., Terrifying Steamboat Stories,
Holt, Michigan: Thunder Bay Press, 1995, pp. 104-196.
Hancock, Paul, Shipwrecks of the Great Lakes, San
Diego, California: Thunder Bay Press, 2001, pp. 126-129.
Harrington, Steve, editor, Voices of the Lakes, Shipwrecks
and Our Maritime Heritage, St. Ignace, Michigan: Maritime Press, 1996,
pp. 115-120.
Hemming, Robert J., Ships Gone Missing, Chicago,
Illinois: Contemporary Books, 1992, pp. 159-165.
Hopp, James L., M’aidez! Tragedy at Sea: The Sinkings of
the S/S Carl D. Bradley and S/S Cedarville, 1981.
Kantar, Andrew, BLACK NOVEMBER The Carl D. Bradley
Tragedy, East Lansing, Michigan: Michigan State University Press, 2006.
Kohl, Cris, The Great Lakes Diving Guide, West
Chicago, Illinois: Seawolf Comunications, Inc., 2001, p. 269.
Long, Megan, Disaster Great Lakes, Toronto, Ontario:
Lynx Images, Inc., 2002, pp. 54-55.
Martin, Francis E., “Breakdown on Boulder Reef: The Tragedy
of the Bradley,” The Journal of Beaver Island History, Volume
Five, Beaver Island, Michigan: Beaver Island Historical Society, 2002, pp.
139-152.
Mays, Frank, If We Make It ‘til Daylight The story of
Frank Mays, as told to Pat & Jim Stayer and Tim Juhl, Lexington,
Michigan: Out of the Blue Productions, 2003.
McCosh, Dan, “Secrets of the Lakes,” Popular Science,
Vol 248, Jun 1996, pp. 92-96.
Ratigan, William, Great Lakes Shipwrecks and Survivals
Edmund Fitzgerald edition Grand Rapids: William B. Eerdmans
Publishing Co., 1977, pp. 16-36, 373-375.
Shelak, Benjamin J., Shipwrecks of Lake Michigan,
Black Earth, Wisconsin: Trails Media Group, Inc., 2003, pp. 164-168.
Stonehouse, Frederick, Steel On The Bottom Great Lakes
Shipwrecks, Marquette, Michigan: Avery Color Studios, 2006, pp. 135-190.
Stonehouse, Frederick, Went Missing Unsolved Great Lakes
Shipwreck Mysteries, Marquette, Michigan: Avery Color Studios, 1984, p.
152.
Swayze, David, D., Shipwreck, Boyne City, Michigan:
Harbor House Publishers, 1992, p. 38.
Thompson, Mark, L. Graveyard of the Lakes, Detroit,
Michigan: Wayne State University Press, 2000, pp. 298 ff.
Thompson, Mark L., Queen of the Lakes, Detroit,
Michigan: Wayne State University Press, 1994, pp. 134-143.
Thompson, Mark L., Steamboats & Sailors of the Great
Lakes, Detroit, Michigan: Wayne State University Press, 1991, pp.
150-152.
Toussaint, Warren J., “MAY DAY-MAY DAY Words No One Ever
Wants To Hear,” Shipmates, April-May 1997, Ninth Coast Guard
District.
Wolff, Jr., Julius F., Lake Superior Shipwrecks,
Duluth Minnesota: Lake Superior Port Cities, Inc., 1990, p. 222.
The Alpena News:
Nov 20, 1958; Feb 25, 1959; Feb 28, 1958; Mar 6, 1959; Apr 3, 1959; Jul 2,
1976; August 12, 1995; August 16, 1995; August 21, 1995; May 9, 1997; Aug
20, 2005.
Calcite Screenings:
#2, Nov 1926, p. 6; #4, Mar 1927, p. 8; #5, Spring 1927, p. 8; #6, May 1927,
pp. 6-7; #9, Boat Number, Aug 1927; #20, Oct 1928, p. 12; Spring 1940, p.
1295; Spring 1942, pp. 1510-1512; Fall 1942, p. 1630; Spring 1944, pp.
1760-1761; Spring 1950, pp. 2334-2335; Spring 1952, p. 10; Spring 1953, p.
12.
Cleveland Plain Dealer:
Apr 10,
1927.
Detroit Free Press:
Nov 19, 1958; Nov 23, 1958; Mar 28, 1959; Jul 24, 1959; Nov 3, 1959; Jul 8,
1965; Jun 14, 1970; Vol 50 #7, Mar 1997, pp. 1-2; Vol 51, #6, Feb 1998, pp.
1-2.
The Detroit Marine Historian:
Vol 12, #4, Dec 1958, p. 2; Vol 12, #8, Apr 1959, p. 2; Vol 13, #1, Sep
1959, p. 2; Vol 13, #6, Feb 1960, p. 3.
The Detroit News:
Nov 19, 1958; Nov 20, 1958; Nov 23, 1958; May 11, 1997.
Detroit Times:
Nov 22, 1958; Nov 23, 1958.
The Great Lakes News:
Vol 20, #10, Jul 1935, p. 3; Vol 27, #5, Feb 1942, p. 3; Vol 28, #10, Jul
1943..
Great Lakes/Seaway Log:
Vol 25, Number 11, May 27, 1997.
Inland Seas,
Vol 8, Summer 1952, #2, p. 129; Vol 15, Spring 1959, #1, p. 64; Vol 15,
Summer 1959, #2, p. 148; Vol 15, Winter 1959, #4, p. 316; Vol 19, Winter
1963, #4, pp. 292-296; Vol 51, Winter 1995, #4, p. 39; Vol 53, Spring 1997,
#1, pp. 25-26; Vol 53, Fall 1997, #3, p. 230.
Life,
Dec 1, 1958, pp. 26-33.
The Lorain Journal:
Apr 9,
1927.
The Lorain Times-Herald:
Apr 9,
1927.
The Marine Review:
Vol 56, #9, Sep 1926, pp. 54,56; Vol 57, #2, Feb 1927, pp. 21-22,56; Vol 57,
#5, May 1927, pp. 22-23; Vol 57, #9, Sep 1927, p. 48; Vol 58, #12, Dec 1928,
pp. 29-33,64.
ML Screenings:
Fall 1959, pp. 20-21.
The Oakland Press:
Jul 16, 1979.
Presque Isle County Advance:
Apr 7, 1927; Apr 14, 1927; Jul 28, 1927; Aug 4, 1927; Nov 27, 1958; Mar 19,
1959; Jun 29, 1967; Jul 6, 1967; Sep 23, 1971; Nov 16, 1978; Nov 18, 1988;
Jul 20, 1995; Jul 27, 1995; Aug 3, 1995; Aug 10, 1995; Aug 17, 1995; Aug 24,
1995; Oct 19, 1995; Feb 15, 1996; Apr 11, 1996; May 9, 1996; May 23, 1996;
May 30, 1996; Jul 25, 1996; May 8, 1997; Mar 20, 1997, p. 5A; May 1, 1997,
p. 1A; May 8, 1997, p. 1A; May 15, 1997; Nov 13, 1997; Nov 5, 1998, 9A; Nov
12, 1998, pp. 1 & 10A; Sep 1, 2005; May 3, 2007, p. 5A.
Telescope:
Vol. 10, #8, Aug 1961. p. 156; Vol XLVII, #1, Jan-Feb 1999, pp. 3-25.
Traverse City Record-Eagle:
Nov 18, 1975; Nov 19, 1994; Aug 12, 1995; Aug 13, 1995; Aug 14, 1995; Aug
15, 1995; Aug 16, 1995; Aug 23, 1995; May 29, 1996; May 6, 1997; May 7,
1997; May 8, 1997; May 9, 1997; April 29, 2004, p 3A.
The Wreck of the Carl D. Bradley,
Southport Video, Kenoska, Wisconsin, 1998.
40th Anniversary – Carl D. Bradley,
video,
Fred Shannon.
Carl D. Bradley 40th Anniversary Remembrance,
video, Out Of The Blue Productions, Lexington, Michigan, 1999.