DiviNG EBER WARD - Midwest Scuba Diving Magazine

SUNKEN TREASURES
SUNKEN TREASURES
Eber Ward’s propellar
this debris field.
In accordance with our plan, we begin to
ascend using the opportunity to survey more
details of the wreck. The very large propeller
leaves a gap large enough for us to swim
between it and the rudder. We can hear an
alarm - our computers telling us that we are
entering decompression. From this point, we
round the stern to her port side and can see
that the hull is virtually intact with no sign of
damage except at the stern. We also pass the
hull’s sealed side hatch openings that allowed
package cargo to be loaded from dockside.
At the deck, having risen to 105 feet, our
computers tell us that we have built up a
modest 4 minutes of deco time during our 20-
minute dive. Returning to the line at the boiler,
we ascend to our first stop. In a short time, we
are back on board our boat.
We spend a two-hour surface interval allowing
us to offgas, plan our next dive and move the
dive boat to the bow buoy. On this second dive
we want to stay above 120 feet and once again
minimize any decompression time. This is
much easier at the bow than at the stern. Most
of the interesting aspects of the bow can be
seen in a fairly compact area.
The seas have actually calmed down since our
first dive. Now, it is smooth as glass with no
surface current.
On dive two; we will make a brief penetration
of the bow to see some hand trucks and
wheelbarrows stored in the bow on the second
deck. Still lower lays another deck. Both decks
are accessible from 3 large deck hatches once
used to load cargo.
We enter the water and drop along the mooring
line to its terminus at the Samson post. Just
as at the stern, this ship’s hull and deck are
perfectly intact and lay almost exactly level
with the lake floor. A compass bearing shows
that the ship lies nearly north/south with the
bow facing south.
Approaching the deck we can see a pony
engine as well as a china toilet and bathtub
resting there. As a novelty, some divers pose
with these props for pictures.
From past dives, we know that the large hole
created by the ice is on the port side. Moving
over the rail to inspect it, the large “mushroom”
anchor comes into view still in its hawse pipe.
These anchors are not often seen on lake
steamers. They were used to provide a strong
hold on soft river bottom by offering a large
surface area combined with great weight.
Forward and below the anchor is a large hole
cut by ice allowing enough room for us to
enter. Our lights reveal an abundant number
of handles perhaps 4 feet tall rising from the
deck. These are the remains of hand trucks and
wheelbarrows used by the crew to load freight.
Inside the bow is also a capstan – an unusual
place to find one. Even without our lights, this
area is well lit by daylight entering the first of
three large hatch openings.
We begin rising to the main deck at 105 feet.
As we pass through the hatch, we can see the
unique power take off system once used to
drive loading equipment. This system, using
a long shaft and leather lined, horseshoe style
Ice damage to side of Eber Ward
brakes, is still intact running the length of the
ship just below her main deck.
Floating over the deck we can see the large
starboard-side wooden stock anchor resting in
its hawse pipe and the spare anchor on her deck.
Dominating the scene is a prominent capstan.
We can also see the portside passageway
probably used by the first mate to check for
flooding after the Ward struck ice. Beginning
our ascent, we are impressed by our view of
the Ward’s intact hull and deck. It looks like
she could sail again if only she could rise off
the bottom.
The focuses of our post dive debriefing are
the attractions we were unable to visit. We
didn’t inspect the bathtub off the port bow
resting on the bottom, and we never saw the
funnel lying on the starboard side. We didn’t
swim forward of the bow to look back at the
impressive, intact and panoramic bow with its
fatal wound. Most of all, we never penetrated
the hatch opening to the bottom deck to see
the electric light bulb still in its socket.
We reserve these explorations for our next
dives on this fabulous Midwest shipwreck, the
“Eber Ward”.
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SURVIVING CREW OF THE WARD FROM LEFT TO RIGHT:
First Mate A. Gallino, Capt. Timese Lemay, Chief Engineer Frank Baldwin, 2nd Engineer
S. Shipman, Deckhand Augustus Palmer, Wheelsman Charles Lester, Steward
John Winterhaler and Wheelsman Frank Gutch. Not present was Mrs. Winterhaler,
the steward’s wife and cook.
GO ONLINE: Eber Ward Background Fact Sheet
Download online: http://www.midwestscubadiving.com/EberWard.pdf
It includes more historic photographs, registry & rig information, dimensions,
technical specifications, detailed history, and captain/crew member records.
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14 MIDWEST SCUBA DIVING WINTER 2006