Ringing of a Ship’s Bell Retrieval of the Carl D. Bradley Bell for Memorial Purposes

Erin Pilarski

Museum Law

Pamela White

12/11/14

In Memory of:

Carl R. Bartell, 25; Third Mate John L. Bauers, 30; First Assistant Engineer † 

Douglas J. Bellmore, 34, Onaway, Michigan; Porter † Duane W. Berg, 25; Deckhand † 

Alfred F. Boehmer, 32; Second Assistant Engineer Richard J. Book, 26, Portsmouth, Iowa; Deckwatch 

Roland O. Bryan, 52, Loudenville, New York; Master † Alva H. Budnick, 26; Watchman 

Raymond G. Buehler, 59, Lakewood, Ohio; Chief Engineer † William T. Elliott, 26; Repairman 

Clyde M. Enos, 30; Cheboygan, Michigan; Stokerman † Erhardt O. Felax, 47; Stokerman 

John F. Fogelsonger, 31, St. Ignace, Michigan; Second Mate † Cleland E. Gager, 30, Onaway, Michigan; Oiler 

Paul A. Greengtski, 23, Posen, Michigan; Watchman † Paul C. Heller, 45; Stokerman 

Paul R. Horn, 21; Oiler Dennis M. Joppich, 19; Wiper † 

Raymond J. Kowalski, 31; Wheelsman Joseph Krawczak, 35; Wheelsman Floyd A. MacDougall, 26; Oiler † 

Dennis B. Meredith, 25; Metz Township, Michigan; Deckhand † Melville W. Orr, 35; Watchman † 

Alfred G. Pilarski, 30; Second Cook Gary N. Price, 21, Onaway, Michigan; Deckhand 

Leo J. Promo, Jr., 21; Asst. Conveyorman Bernard J. Schefke, 19; Porter 

Keith H. Schuler, 34; Third Assistant Engineer † James L. Selke, 18; Porter † 

Gary L. Strzelecki, 21; Deckwatch Earl P. Tulgetske, Jr., 30, Wheelsman † Edward N. Vallee, 49; Conveyorman 

John Zoho, 63; Clairton, Pennsylvania; Steward

“These men were lost in the sinking. Unless noted, all resided in Rogers City, Michigan. † denotes body not recovered (GLLMM).”

Introduction

For the past seven years in mid-November, a ship’s bell can be heard ringing in the small

town of Rogers City, Michigan. To outsiders, it is simply an annual sound of a port town. To the

residents of Rogers City, it is the sound of remembrance; a sound of lost souls taken too soon.

It is not uncommon for a museum to come in contact with an artifact that has a lot of

value to it. Take a look at the Declaration of Independence. It is hard to put a price on such a

document as this, but all it took was an auction to determine a rough estimate. At auction, one of

the five hundred official copies from the first printing of the Declaration of Independence sold

for around $2.42 million dollars. That is quite a lot of money for an artifact. Some people enjoy

placing price stickers on artifacts to make it seem valuable; however, a price for an artifact does

not necessarily equal its value. Value can depend on how highly desired the artifact can be

whether it may be of emotional attachment, comfort, or memorial value. To many, memorial

value alone means everything. That is what a simple ship’s bell had to the town. It took a huge

devastating event to make the residents of Rogers City value the bell, and place it where it

needed to be; in the town where many were lost.

Bradley History

Little is known about Mr. Carl D. Bradley, but one thing is certain; he was an important

man to Rogers City’s main company. Carl D. Bradley became associated with Rogers City when

he first joined the Michigan Limestone and Chemical Company in the year 1911. He was sent to

Chicago by the J.G. White Company; a company with the stockholders of Michigan Limestone

and Chemical Company. J.G. White Company was an engineering firm that Bradley had been

associated with since the 1890’s. It was only a matter of months after being sent to Chicago

before Bradley was hired as general manager of the Limestone and Chemical Company.

It was not until the year 1912 when Carl Bradley moved to Rogers City. There, he served

as general manager until 1920 and as president till 1924.Bradley also became the president of the

Bradley Transportation Company; the company responsible for making and running freighters

and vessels in the Great Lakes. He passed away before resigning from his positions as president

of both companies.

Mr. Bradley was such an important man to Rogers City, that a freighter was named after

him. The freighter, the Carl D. Bradley, was deemed “Queen of the Lakes” for it was the largest

ship (six-hundred and thirty nine feet long) in the Great Lakes at the time. An intriguing fact

about the Carl D. Bradley is that there were two created. The first Carl D. Bradley was built in

the year 1917. Its name was later changed to the John G. Munson. This called for a second Carl

D. Bradley to be built. The second Carl D. Bradley (the one in which will be discussed) was built

in the year 1927 by the American Ship Building Company in Lorain, Ohio and was deemed the

largest self-unloading steel steamer on the Great Lakes. This self-unloading freighter was owned

by the Michigan Limestone division of U.S. Steel, and operated by the Bradley Transportation

Line (SS Carl D. Bradley) thus connecting the Carl D. Bradley with the town of Rogers City.

The Bradley freighter had its first launch on April 9th, 1927 in the waters of Black River,

Michigan. The use of such a freighter was for hauling nearly fourteen-thousand tons of crushed

stone to locations around the Great Lakes that were in demand of it. A ship of such innovations

and updated equipment gained popularity, and continued to run even through the years of the

Great Depression and War. It was to everyone’s dismay that what would cause the end of the

Carl D. Bradley was something that no one could have controlled.

The Sinking

On November 18th, 1958 the Carl D. Bradley foundered on northern Lake Michigan just

miles from Gull Island. Of the thirty-five men on board, only two survived. What made this

sinking more devastating than it was

already was that twenty three of the

thirty three men that perished in the

lake were from the town of Rogers

City. News of the sinking hit the town

harder than anyone could have ever

imagined.

After the sinking, bodies of

some of the crewmen were brought back to shore and identified by families and friends. The

town of Rogers City had to face grief head on.

There was not anyone in that town who did not

know of someone who had died in the sinking.

Funerals of those lost were held on almost every

street in town. Pregnant widows were seen

crying with their families. Rogers City hit a low

point that would last for decades.

At the time, no one knew exactly how the Carl D. Bradley sank. Newspapers had

conflicting stories. Some claimed all lives were lost, while others claimed that the ship sank in a

different location. The two survivors; Deck Watchman Frank Mays and First Mate Elmer H.

Fleming told their rescuers that they had seen the ship break in half and sink. If that were the

case, then the Bradley Transportation Co. Fleet would be in trouble considering it was told to fix

its brittle steel as soon as the shipping season was over. For the Bradley ship, the season was

supposed to be over already but was told to haul one more load of limestone down to Buffington,

Indiana. The Bradley was on the way back from Buffington when it last saw the skies. The

remaining details of the sinking were to be discovered at a later time.

Aftermath

Details of the evening of November 18th, 1958 slow came forward during research and

courtroom investigations. The only thing that was certain about the night of the sinking was that

a treacherous storm had occurred. According to Elmer Flemming, around 5:30pm he called the

Calcite plant to let them know that the Bradley would be arriving at 2:00am. Seconds after that

call, a loud thud was heard. It was Flemming who sent out the distress signal over the radio.

According to records, Flemming managed to radio three separate transmissions of mayday

before the power line aboard the ship were severed in two (gllmm).His efforts were deemed too

late for the sailors, for the Bradley sank before any of the men could reach any lifesaving crafts

safely.

At the time of the sinking, the boat, Christian Sartori, was only a few miles away from

the Bradley. Christian Sartori’s Captain Paul Mueller testified that he had witnessed a violent

explosion which proceeded the sinking of the Bradley (gllmm). This differed from other

testimonies. As mentioned earlier, Frank Mays and Elmer Fleming told the Coast Guard that they

saw the ship break in two and sink. Retired master (of the Carl D. Bradley for sixteen years)

Forrest Pearse of Rogers City also came forward and theorized that the ships metal weakness

combined with harsh waves may have led to the loss of the steamer. The Great Lakes are known

for waves reaching over sixty feet in height during storm peaks so Pearse’s theory was plausible.

More of an investigation led to favoring Mays scenario of the boat breaking in half. A letter was

found written by Captain Rolan Bryan of the Carl D. Bradley. In this letter, Captain Bryan states,

“This boat is getting ripe for too much weather. The hull is not good…have to nurse her along...”

Further investigation by the Coast Guard learned that the Bradley had in fact been

scheduled for extensive maintenance work on its body during the winter of 1958-59. The reason

for this maintenance, and to the Coast Guards surprise, was due to the Bradley running aground

not once, but twice during the 1958 shipping season. Neither of these groundings was reported.

Most of the theories on how the Bradley sank were simply accusations. During the late

1950’s, equipment to research the shipwreck were limited, but useful in determining that it had

in fact broke in two.

The Army Corps of

Engineers verified the

size, shape, and

position of the Bradley

haul in 1959 through a

series of sonar

equipment. This group

believed what they seen in sonars, was the Bradley in one piece. Later, another search was

conducted (with an underwater television system) and disputed the Coast Guard Board of

Investigation findings of it being in two pieces. It concluded that the Bradley had in fact

remained in one piece before sinking. It was not until May 1997 when men named Fred Shannon

(maritime explorer) and James Clary (marine author and artist), along with survivor Frank Mays,

used a two-man submarine to dive to the bottom of the lake to research the Bradley. What they

found solved decade’s worth of questions. They discovered that the Bradley had in fact broke in

half and laid ninety feet from each other. Frank Mays had been correct all along (The Man and

the Ship).

Without thorough investigations, accidents like this with many different accusations and

theories may not ever be solved. Government groups like the Coast Guard need to take charge

and figure out what happened so they can try and prevent accidents like the Bradley sinking from

happening again. Also, with the dangers the Great Lakes can encounter; rules, regulations and

laws need to be formed in order to ensure safety for all those who work on them. Laws may

protect the sailors and the companies in control of the ships, but laws are also needed to protect

the shipwrecks. Ships that sink are considered underwater graves; historic underwater places that

need to be preserved for the rights of research and remembrance.

Laws

The Carl D. Bradley sinking may have not been an influence to shipwreck protection

laws, but it was later affected by laws created. Underwater protection laws are created in order to

protect shipwrecks and other important antiquities in all parts of the world. Although all of the

underwater protection laws in the world have the same bases; to protect and preserve underwater

history, not all of the laws are the same. When it comes to the Carl D. Bradley shipwreck, one

must look at United States regulations and the State of Michigan laws. This is because the Carl

D. Bradley sank in Michigan boundaries.

Before one even considers diving a shipwreck, one should ask themselves if whether or

not diving a shipwreck is legal. According to Michigan Law, it is legal to dive a shipwreck. Part

761 Aboriginal Records and Antiquities, 1994 PA 451 states that “each state must allow

guaranteed recreational exploration of shipwreck sites” and that the “State does not regulate

when and how deep sport divers choose to go.” Simplified, these statements mean that you can

dive shipwrecks as long as you have proper diving certification and feel comfortable going to

certain depths. Also, this section states that it does not give the right to remove shipwreck

artifacts. In the end, you can dive these shipwrecks, but you cannot touch or take anything off of

them.

If people wanted to dive the Carl D. Bradley (or other shipwrecks in the Great Lakes) and

take artifacts, they would have to follow another law and take the proper steps in to doing so.

This is where the Abandoned Shipwreck Act of 1987 comes in to play. Part 761 and the Federal

Abandoned Shipwreck Act of 1987 “prohibits the removal, alteration and destruction of

abandoned property which is in, on, under, or over the bottomlands of the Great Lakes including

those within a Great Lakes underwater preserve without a permit issued by representatives of the

Department of Environmental Quality (DEQ) and the Department of History, Arts and Libraries

(HAL). Each permit may contain appropriate conditions. Engaging in activities prohibited under

Part 761 are crimes (Department of Environmental Quality).” This means that those who want to

take artifacts off of a shipwreck must obtain permits from the Department of Environmental

Quality. In order to apply for a permit, divers must do the following:

The only exception to the Abandoned Shipwreck Act of 1987 is that it does not protect military

wrecks. Military wrecks, though they are very few (if any) in the Great Lakes are always owned

by the countries they were commissioned. Also, the Abandoned Shipwreck Act of 1987 provides

guidelines for the aftercare of these removed artifacts.

Before artifacts can be taken of a shipwreck, there must be a set-in-stone location as to

where these artifacts will be going. These artifacts cannot be placed in private collections. The

Abandoned Shipwreck Act states that artifacts “possessing substantial historic value shall be

To obtain an underwater salvage permit application, write to:

DEQ, Water Resources Division P. O. Box 30458 Lansing, MI 48909-7958

An administratively complete application package consists of the following items:

A. A completed application form.

B. A map or lake chart showing the exact location of items proposed for salvage and providing Loran-C or latitude and longitude coordinates. Check the map for possible location of these items within, near, or adjacent to an existing or proposed bottomland preserve. (Locations of sites reported in applications may be kept confidential under provisions of Michigan's Freedom of Information Act).

C. Underwater photograph of each artifact proposed for salvage as located on the lake bottom or wreck site.

D. A plan describing how artifacts will be properly conserved after removal. This plan should include:

1. Description of conservation method to be used. 2. Length of time involved. 3. Where the conservation will be done. 4. Specification of equipment and the capability of the facility to properly conserve the items.

E. Written acknowledgment from a museum or other public institution accepting items that it has the means to properly interpret and display the subject artifacts.

displayed or curated in a public institution such as a museum.” Part of the act also states that

“each proposed institution must be willing and able to undertake both the display and curation

required. The costs and other problems of curation should be determined before the artifact is

recovered. Written conditions on the face of the permit may be imposed by either HAL or DEQ.

As these are publicly-owned resources and because the majority of the public does not dive,

these artifacts shall be available for viewing or study in a public setting. Artifacts that are

deemed not of historic significance (e.g. loose boards not associated with a wreck structure) will

be released to the permit holder (DEQ). This means that an institution (usually a museum or

library) must take proper care of each of the artifacts and display them in a way that the public

can easily see them. These institutions must be able to afford the care of the artifacts and

continue the care for as long as the artifacts remain in their possession.

Artifact care and protection is important when it comes to the concept of preserving

history. Preserving history allows for small, close communities to reflect on what has happened,

and grow from the experience. Sometimes history preservation is the only thing that keeps the

community strong. This is exactly what the town of Rogers City does and when it came to the

Carl D. Bradley, Rogers City needed a way to reflect on that tragic historic event.

Carl D. Bradley Research

In 2004, two Minnesota professional

divers by the names John Janzen and John

Scoles met Frank Mays at a Minneapolis diving

and shipwreck show. They discussed with

Mays the stories about the night the Bradley

sank, and were intrigued by the amount of effort Mays had previously put in to researching the

Carl D. Bradley sinking (in 1997 as previously mentioned). Janzen and Scoles knew instantly

after meeting Mays that they had to make that three-hundred and seventy foot dive to see the

Carl D. Bradley. After many weeks of training with equipment that can handle greater depths,

Scoles and Janzen were ready to make their first dive to the Bradley. Since the state and federal

laws have no restriction on divers accessing shipwrecks, they were able to make the dive but had

no legal rights to remove shipwreck artifacts. Janzen and Scoles dove the three-hundred and

seventy feet a few times for research purposes. They took part in an underwater videography

project, took measurements of the shipwreck, and even

took haunting images of the pilot house and bell that

still stood in decent conditions. These dives inspired

them to do something risky and challenging. Both

divers agreed to work together and use their time to

retrieve an artifact from the ship and give it to Rogers

City. The artifact in question was the ship’s bell.

Bell Retrieval

John Scoles and John Janzen came up with the

idea of retrieving the Bradley’s bell and bringing it to the town of Rogers City because they

imagined it would bring the town peace. The bell could be used as a memorial artifact, where

members of the community can go and view it on display, and pay their respects to those who

lost their lives that evening. Before they could officially dive the Carl D. Bradley and retrieve the

bell, they had to take in to consideration a few issues that could hinder their dives. The issues in

question are moral and law issues.

Moral issues are types of issues that are different amongst others. Some people can feel

that certain situations are not acceptable to their beliefs and that these situations should be

avoided. When it came to the dives of the Carl D. Bradley, some people in surrounding

communities, as well as a select few with some sort of connection to the shipping industry

believed that going on dives to the ship would be disrespectful. A shipwreck acts a graveyard to

those who passed and to some, diving the wreck would be like digging up a graveyard.

Another moral issue a few people had was involving the risky acts that Scoles and Janzen

would be performing. People in surrounding areas to Rogers City felt that Scoles and Janzen

should not risk their lives by diving to a three-hundred and seventy foot depth to retrieve a bell.

This task would require a lot of skill and tedious work. These same people worried that it is too

dangerous of a risk to take.

Along with the risks of Scoles and Janzen losing their lives, comes the risks of damaging

the bell and the remaining shipwreck during the retrieval process. In the long run, their lives are

more important than that of a bell and ship, but damaging both those artifacts can be saddening.

Proper care for artifacts on land and in water is necessary if people want to preserve history.

Scoles and Janzen knew that they had to be extra careful if they were to retrieve the bell in one

piece, and not damage the ship more so than it was. The less they do to the underwater

environment is better.

Both divers thought out these risks and took in to consideration the morals of others. Yes,

the bell is the soul of the ship but what could provide the community of Rogers City with peace

of mind than a symbol of those who lost their lives? Before Scoles and Janzen could even

proceed with the bell retrieval process, they had to seek government permission.

It is unclear as to whether or not John Scoles and John Janzen applied for the exact

underwater salvage permit as mentioned previously, but one can only assume since they needed

to seek the State of Michigan’s permission to take the bell off of the ship. After precise planning

and waiting a little while, the State of Michigan granted them permission to retrieve the bell. In

2007, Scoles and Janzen went down to the Carl D. Bradley and freed the bell from its position.

Frank Mays made sure he was on board the boat to witness the bell seeing daylight again. With

the help of volunteers on board the boat, the bell was pulled on deck and cleaned. It was a joyous

sight to see the Carl D. Bradley name engraved on the bell.

The Department of Environmental Quality permit requirements makes note that the

artifact retrieved from a shipwreck must be placed in an institution that can publically display it.

This meant that Scoles and Janzen had to find an institution that would want the bell, and could

properly care for it. Since they were retrieving the bell for the town of Rogers City, it was only

fitting to find an institution there that could care for it. They ended up corresponding with the

Great Lakes Lore Maritime Museum. The Great Lakes Lore Maritime Museum is located in

downtown Rogers City, and already took pride in reserving their local maritime history. They

proudly accepted the offer to care for the artifact. Not only did the Lore Maritime Museum clean

and repair the Bradley bell, but they made a promise to Rogers City that ever year in mid-

November, there would be a bell-ringing ceremony in order to remember those thirty-three men

who lost their lives in Lake Michigan.

John Scoles and John Janzen thought they could do even more for Rogers City. Since the

Bradley was now sitting at the bottom of the lake without a bell, they decided to make a replica

of the bell and engrave it with all the names of the sailors on the Bradley who passed away. They

sought out more permits in order to place the replica of the bell down where the original bell

was. The State of Michigan must have granted them permission to do so because the engraved

bell now sits at the Carl D.

Bradley wreck site as a symbol of

remembrance for those who

passed away.

Importance

It is important to follow

the law when it comes to

salvaging and retrieving artifacts from shipwrecks because illegal acts can lead to heavy fines

and possible jail time. If a diver is found taking artifacts from a shipwreck without a State issued

permit, then they risk having to go to court, paying fines, and losing their diving license. Salvage

laws were created to protect and preserve shipwrecks, and if a person takes from a shipwreck

without proper training, then they risk damaging what the government is trying to preserve.

Shipwrecks provide a sinking storyline. They can show us their past; how they were

made, what they were used for, and how it sank. We can learn a lot from a shipwreck, which is

why it is important to participate in preservation efforts for artifacts. A good way to preserve

shipwreck artifacts is to have museums place them in to their collections. These artifacts add

greatly to museum collections and exhibitions. They also are used as a way to remember the

harsh times it can be out on the rough waters.

In the case of the Carl D. Bradley bell, the importance of salvaging artifacts and

preserving has more meaning to it than just money value. In this case, the bell was salvaged in

order for families and friends to pay tribute and have closure to those who died in the unfortunate

accident. Something like the sinking of the Carl D. Bradley is hard to get over, but with the bell

now being the symbol of remembrance in the town, hearts of those affected can now be at ease

and the souls of the men lost can rest in peace. It is proper to honor those who put their lives on

the line for the job. The only thing the community of Rogers City can do now is honor those by

ringing the Bradley bell each year in mid-November.

Conclusion

Artifact value does not necessarily involve a price. The value of an artifact can also

represent how much the artifact means to someone. Take a look at the United States Holocaust

Memorial Museum. This museum has artifacts such as concentration camp uniforms and old

shoes worn by those who were murdered by the Nazi groups. A price cannot be put on these

artifacts; however, a value can be determined. Those artifacts are valued in ways involving

remembrance. They provide us with insight on how terrible those times were. Those artifacts

provide us with stories of the fear people felt and the pain they endured during their time at the

concentration camps. The values here relate to life lessons.

The Carl D. Bradley sinking hindered the town of Rogers City for decades. When it came

to the idea of retrieving the bell from the shipwreck, some people disagreed. Those people felt

that taking the bell; the soul of the ship, would be disruptive and disrespectful to those who died

due to the sinking. The majority of people favored the idea, for they needed the bell as a symbol

of remembrance. The bell’s value also had no price tag, but it had a memorial value. It is an

object that the community of Rogers City can look to and recall the rough life of the Great Lakes

sailors. Because of this value, Rogers City rings the Bradley bell every year during mid-

November at the Great Lakes Lore Maritime Museum.

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