Cleveland Underwater Explorers CLUE

On Sunday, June 5, 2005, Carrie Sowden met David VanZandt and Kevin Magee at Dave’s boat
“Sea Dragon” moored in Cleveland, OH. Carrie is the Archaeological Director for the Peachman
Lake Erie Shipwreck Research Center (PLESRC), which is part of the Great Lakes Historical
Society in Vermilion, OH. PLESRC serves as the headquarters for MAST (Maritime
Archaeological Survey Team, Inc.), an avocational group dedicated to the documentation of Ohio's
underwater historic resources. This summer MAST plans to survey the wreck of the “Dundee,” a
large 210' long three-masted wooden schooner/barge that sank in 68' of water 14 miles off Rocky
River after foundering with the loss of one life in a September storm in 1900. It is a popular dive
site, very intact, and considered one of the best wrecks off Cleveland. The purpose of the trip was
to obtain high-detail side scan pictures of the “Dundee” and perform exploratory dives to familiarize
Carrie with the site. CLUE offered its services in side scanning in the same manner it had during
last year’s MAST survey of the “Craftsman” barge and crane.

Despite the marine forecast calling for the possibility of violent thunderstorms, the lake was almost
flat with less than 1' seas, no appreciable wind, and a bright, sunny sky. After arriving at the site
and spending an hour scanning it, many detailed images of the “Dundee” were obtained that will be
useful in planning the survey. In fact, the images are detailed enough to create an initial site map
before a single measurement is taken. The water appeared a nice blue color, a good omen for
clear visibility. Approximately 10’-15’ of visibility was encountered on the surface, and upon
descending it was found that bright ambient light penetrated all the way to the bottom. However,
the visibility decreased to about 5’-8’ on the bottom. While not the best visibility ever seen on this
wreck, the bright lighting made it perfectly acceptable for seeing and navigating this extensive
wreck. The bottom temperature was 47-48 deg F with a weak thermocline starting at 30' and 57
deg F water on the surface.

Zebra mussels barely coat the wreck in some places and moderately cover it in others. Bare wood
was visible in many places, and all the deck equipment could easily be identified with only a light
coating of mussels evident. This large wooden schooner has its collapsed bow to the west. The
bow stem is standing with a long hawse pipe lying on the starboard side. A large anchor chain
hangs off the bow, runs through the hawse pipe, and then runs to the windlass and wraps around it.
The windlass has fallen into the rubble with a diagonal tilt to the port side. Immediately behind it is
a donkey boiler offset to the port side. The collapsed decking of the bow has fallen to the bottom
of the wreck but is fairly intact, and the outline of a cargo hatch can be seen in this area. Both sides
of the hull still stand at the bow, although the port side is broken down somewhat. The starboard
side, however, gracefully curves in towards the stem.

Aft of the bow, the majority of the hull is intact with the sides, deck, and railings all standing. Some
of the deck planking is missing, especially along the starboard side. At various points along the
railings can be found three sets of large turnbuckles used to support the standing rigging of the
masts. The “Dundee” was built towards the end of the schooner era and did not use deadeyes.
Visibility was good enough to see the lake bottom from the deck, which is about 6’ off the bottom.
Occasional scattered boards were seen in the debris field next to the hull. Along the ship’s length
are six large cargo hatch openings almost the full width of the ship. Combined with the hatch
opening at the bow, there are seven cargo hatches total. Starting at the centerline and moving aft, a
mast hole and part of its collar is first found. The decking is fairly broken in this area, exposing the
beams and framing under the deck. This is followed by two cargo hatch openings, then a large
square bit. Another hatch opening and then another mast hole and its collar follow this. After yet
another cargo opening, a large winch and two cleats can be found. After the next hatch opening,
the broken mizzen mast can be seen standing 5’ off the deck with a circular fife rail attached to the
mast. Finally, after the last cargo hold opening, another square bit can be seen standing with one
hand pump deck penetration aft of it. The other penetration and the hand pump itself are missing.
It should be noted that Dave saw a circular hole in the side of the ship in this area on the starboard
side, and this may be the discharge for the hand pump.

At this location the decking ends, broken by the cavity where the cabin used to be located but is
now missing, probably blown off by the sinking. Wooden debris fills this cavity, but the horizontal
framing for the cabin floor can be seen. Standing upright among the debris on the starboard side
can be found a small vertical pipe, possibly from the cabin stove. The hull is standing on both sides
of the cavity but is damaged somewhat on the starboard side at the extreme stern. The rudder post
is standing in the middle with the wooden steering quadrant attached to it. The undersides of the
hull can be seen coming up to meet the transom, but the transom itself is missing and probably part
of the wooden debris lying outside the wreck behind the rudder and starboard side. The top of the
rudder itself can be glimpsed by peeking under the hull at the base of the rudder post. Wrapped
around the top of the rudder post is a yellow plastic line holder. Its line runs across the cabin cavity
and eventually ties to the winch. There is also a white plastic jug and mooring line attached to the
winch and wrapped around the starboard side. Both of these items and their lines should probably
be removed to avoid entanglement before the upcoming survey.

After the first dive, the lake was mirror flat with barely a ripple to disturb the lake for miles around.
The anchor line stayed limp throughout the day since there were no winds or currents. It was bright
and sunny, and the air temperature was hot at 70-75 deg F. Lunch was started after surfacing from
the first dive, and then a second dive was done. Finally, it was a pleasant drive back to Cleveland
on an absolutely flat lake until about 5 miles offshore when 1’-2’ waves picked up due to land wind
effects. Overall, it was a very enjoyable and successful day.