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The Trial of the Edmund Fitzgerald: Eyewitness Accounts from the U.S. Coast Guard Hearings
A documentary drawn from testimony at the Coast Guard’s official inquiry looks anew at one of the most storied, and mysterious, shipwrecks in American history
The sinking of the Edmund Fitzgerald is one of the most famous shipwreck stories in Great Lakes history. It is also one of maritime lore’s great mysteries, the details of its disappearance as obscure now as on that fateful November day in 1975. The investigation into the wreck, resulting in a controversial final report, generated more than 3,000 pages of documentation, a mere fraction of which has been made available to the public. In The Trial of the Edmund Fitzgerald, Michael Schumacher mines this rich resource to produce the first-ever documentary account, a companion to his popular narrative Mighty The Sinking of the Edmund Fitzgerald. In the words of search and rescue personnel, ship designers and inspectors, scientists and naval engineers, former crewmen of the Fitz and the Arthur M. Anderson (the nearby ore carrier that captured the damaged vessel’s last communications), The Trial of the Edmund Fitzgerald recreates the doomed ore boat’s final minutes, the suspense of the search and rescue operations, and the drama of the subsequent Coast Guard inquiry. From the Anderson’s captain and first mate we hear reports of the Fitzgerald taking on water in the fierce storm near Michipicoten and Caribou Islands, losing its radar, and stating, finally, famously, “We are holding our own.” We follow the investigation, the speculation, and expert testimony to a problematic conclusion—countered by an alternate theory that the Anderson’s captain maintained to his dying day.
By declaring the Edmund Fitzgerald an official gravesite, Canada closed the wreck to further exploration. But here the exploration continues, providing a unique, and uniquely enlightening, perspective on this unforgettable episode in America’s maritime history.
The sinking of the Edmund Fitzgerald is one of the most famous shipwreck stories in Great Lakes history. It is also one of maritime lore’s great mysteries, the details of its disappearance as obscure now as on that fateful November day in 1975. The investigation into the wreck, resulting in a controversial final report, generated more than 3,000 pages of documentation, a mere fraction of which has been made available to the public. In The Trial of the Edmund Fitzgerald, Michael Schumacher mines this rich resource to produce the first-ever documentary account, a companion to his popular narrative Mighty The Sinking of the Edmund Fitzgerald. In the words of search and rescue personnel, ship designers and inspectors, scientists and naval engineers, former crewmen of the Fitz and the Arthur M. Anderson (the nearby ore carrier that captured the damaged vessel’s last communications), The Trial of the Edmund Fitzgerald recreates the doomed ore boat’s final minutes, the suspense of the search and rescue operations, and the drama of the subsequent Coast Guard inquiry. From the Anderson’s captain and first mate we hear reports of the Fitzgerald taking on water in the fierce storm near Michipicoten and Caribou Islands, losing its radar, and stating, finally, famously, “We are holding our own.” We follow the investigation, the speculation, and expert testimony to a problematic conclusion—countered by an alternate theory that the Anderson’s captain maintained to his dying day.
By declaring the Edmund Fitzgerald an official gravesite, Canada closed the wreck to further exploration. But here the exploration continues, providing a unique, and uniquely enlightening, perspective on this unforgettable episode in America’s maritime history.
- GenresHistoryAmerican History
428 pages, Kindle Edition
First published November 12, 2019
21 people are currently reading
79 people want to read
About the author
Michael Schumacher
34 books28 followersA lifelong resident of the Great Lakes region, Michael Schumacher is the author of twelve books, including biographies of Allen Ginsberg, Phil Ochs, and Eric Clapton, and the award-winning book Wreck of the Carl D. He has also written twenty-five documentaries on Great Lakes shipwrecks and lighthouses.
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Displaying 1 - 14 of 14 reviews
December 30, 2021
THE TRIAL OF THE EDMUND FITZGERALD
1. This more of a book report than a conclusive reason why Fitz sank.
2. There is no way a land lubber is going to determine actual cause of sinking.
3. This book was wrote in 2019.
4. Evidence is the 1976 trial.
5. It would be disrespectful to draw conclusions solely on the basis we read this report. Disrespectful to Coast Guard, families, owners, and most important the 29 people who lost their lives.
6. Jacques-Yves Cousteau is part of this story.
a. The passage of time changes our prospective
b. Who took the bell of Brittanica, who discovered bodies of Fitz
c. Jacques-Yves Cousteau is probably the answer to both questions
d. Cousteau was first to discover Brittanica, the bell is on film footage, but is no longer on the wreck.
e. For sure we know Cousteau was responsible for Canada’s position and law change
f. Families were outraged Cousteau discover bodies of a grave site, interesting Cousteau comes out of the story because of the respect he had in the community.
g. Canada resisted families, demands to restrict access to Fitz, but final ruling is no one can dive with 500 feet of the wreck, and all attempts must be reported, and require a permit.
7. None of this is unusal, for the victims families this is the final resting place of the dead.
8. Coast guard in a rush to make a determination, concluded hatches covers were not secured properly.
9. There is no evidence to support this conclusion.
10. By all accounts Fitz was the best ship in the fleet, some feel even true to the present day.
11. They don’t build them like they use too.
12. Fitz had a record of success, she sailed Great Lakes, and had no reported deficiencies.
13. The record of Fitz inspections, is unreal, some very qualified people on agreed it was a safe ship, a strong ship, and are mystified as to how it sank.
14. Fitz safety features were state of the art, survivor rescue suits were not carried because the coast guard did not test or approve them for use at the time of the sinking.
15. Depending on safety gear not approved by coast guard would be liability risk, and this ship was owned by a very large insurance company.
16. Free board was reduced by 3.5 inches, and then was reversed, but none of the experts were concerned or suggested this had any part of the sinking. It was well within design limitations.
17. Talcum pellets, can absorbed 7-8%, but that it over a period of time, 1-2% is average rate of absorption.
18. 6 fathom shoal is not mentioned as having any bearing on sinking in Coast Guard report.
19. Ship owners letter of protest and part of the record vehemently disagrees with Coast Guard assessment. With some very compelling arguments.
20. 6 phantoms is 36 feet the cargo hold was 33 feet 4 inches.
3:30 pm captain reported "I have a bad list, lost both radars. And am taking heavy seas over the deck. One of the worst seas I've ever been in." However, no distress signals were sent before she sank; Captain McSorley's last (7:10 p.m.) message to Arthur M. Anderson was, "We are holding our own." Her crew of 29 perished, and no bodies were recovered.
1. Coast Guard put a great deal of pressure on experts
2. In one case they forced an expert to render an opinion, when his first statement was he did not know, and that with any certainly no one knew for sure.
3. One of these experts commented on hydrostatic shock which the coast guard decided to reject.
4. Depth Charges used against submarines rarely touch the submarine, but they create a hydrostatic shock wave that opens seams in the strongest of ship design.
5. There is a lot we don’t know, but there is enough facts we do know, what remains “weather” we like it or not tells a story
6. Clamps at corners failed, but air filled cargo holds explode with great force under the great pressure of the sea.
7. Hatches are 7 tons each, sea going over the deck would increase pressure and seal of heavy hatches and clamps that seal cargo holds. There is no evidence clamps failed, or were not in use.
8. Life boats are an obsolete safety device, you are more likely to be killed attempting to launch a boat in such a sea state, floating off inflatable boats is most likely way to save oneself.
9. Fitz crew trained and practiced, evacuation of the ship, and was witnessed by safety personal in inspections. No deficiencies were recorded or noted, but there are extensive notes of all inspections, Fitz had a clean record.
21. We even at this late date are learning new information. 2016 is when Canada changed the law for further inspections of Fitz, but this was at the insistence of family members.
22. Navigational error, is the most damning indictment of any possible errors. By Anderson’s account, 6 phantom shoal was the fear of Cooper, captain of the Anderson. Fitz was closer to the shoal than Anderson. This is no fault of the captain of Fitz, LORAN now maps all these shoals, at the time of the incident the exact mapping of the bottom was not known.
23. This occurred around 3:30 pm, when Fitz first reported trouble, captain also report at least two missing vents, and missing guard rail. This was well within the limits of the pumps ability to pump out 8 inch vent pumps.
24. It was reported that on the radio a female thought vents, was in fact referring to hatches, the trial brought up this point, and this was rejected by coast guard, lawyers and consul that was an rumor and offered no proof. The captain never reported that type of damage.
25. Missing hatch covers that weigh 7 tons, would be obvious to the captain with so many years of experience.
26. Most agree, that damage to Fitz was greater than anyone suspected, cargo holds or ballast tanks were taking on water at the bow, and resulted in a slight list. That is known and reported by the captain.
27. Several hours later the last call to Fitz, meant something occurred so quickly no crew were in a position to escape, they were in fact enclosed in areas that trapped them when the Fitz suddenly went off radar screens.
28. No one with any sense would venture outside a ship in heavy sea state because of the danger, clearly the crew used the tunnels designed into the ship to make evaluations of damage.
29. 3 ½ hours, is about the same time of as Titanic, remember the aft part of Titanic. It was destroyed because of trapped air. 200 feet of Fitz middle section is missing, completely destroyed. Fitz like Titanic bow is fairly intact at the bottom, because that section was flooded.
30. Saw Uboat 480, which was sunk by fist size hole, caused by a mine explosion. Hydrostatic shock.
31. Watch a modern video of torpedo attacks on modern ships. The torpedo explodes under the ship, lifting the ship, and breaking the keel. Amazing to see, during world wars torpedo struck the sides and blew out holes below the waterline.
32. Nothing is for certain, however we have eliminated reasons, or evidence that does not lead to a conclusion.
33. Coast Guard suggest ship broke up at the surface, and hatches were the blame, but experts disagree, the owners disagree, survivors, or bodies disagree because the ore pellets do not support a breakup at the surface sea bed.
34. Experts, inspectors that know far more than the Coast Guard, know that she was designed well and strong, but a slow leak at the bow would explain the Fitz taking that final plunge by the head. However not one on the witness stand can imagine that actually happening unless Fitz was doomed by being open to the sea.
35. Open to the sea, could mean the crew and captain had no knowledge of actual damage, a captain of Fitz would have reported state of his ship, if it were known. It is with very high probability not known, that Fitz was destined to sink because of unknown death knell damage.
36. These are the points we know for sure.
a. She sank because of extreme weather
b. Owners asked ships to continue to sail, November was mild, until later in the day.
c. Several ships were at sea on that day, and survived.
d. Navigation error may have had a bearing on the disaster
e. Crew was not responsible for their deaths, she was a good ship, with a good crew.
f. Human’s like FAA airplane investigators like to blame the dead, it is an easy out.
g. That is very disrespectful to crew, and family members.
1. This more of a book report than a conclusive reason why Fitz sank.
2. There is no way a land lubber is going to determine actual cause of sinking.
3. This book was wrote in 2019.
4. Evidence is the 1976 trial.
5. It would be disrespectful to draw conclusions solely on the basis we read this report. Disrespectful to Coast Guard, families, owners, and most important the 29 people who lost their lives.
6. Jacques-Yves Cousteau is part of this story.
a. The passage of time changes our prospective
b. Who took the bell of Brittanica, who discovered bodies of Fitz
c. Jacques-Yves Cousteau is probably the answer to both questions
d. Cousteau was first to discover Brittanica, the bell is on film footage, but is no longer on the wreck.
e. For sure we know Cousteau was responsible for Canada’s position and law change
f. Families were outraged Cousteau discover bodies of a grave site, interesting Cousteau comes out of the story because of the respect he had in the community.
g. Canada resisted families, demands to restrict access to Fitz, but final ruling is no one can dive with 500 feet of the wreck, and all attempts must be reported, and require a permit.
7. None of this is unusal, for the victims families this is the final resting place of the dead.
8. Coast guard in a rush to make a determination, concluded hatches covers were not secured properly.
9. There is no evidence to support this conclusion.
10. By all accounts Fitz was the best ship in the fleet, some feel even true to the present day.
11. They don’t build them like they use too.
12. Fitz had a record of success, she sailed Great Lakes, and had no reported deficiencies.
13. The record of Fitz inspections, is unreal, some very qualified people on agreed it was a safe ship, a strong ship, and are mystified as to how it sank.
14. Fitz safety features were state of the art, survivor rescue suits were not carried because the coast guard did not test or approve them for use at the time of the sinking.
15. Depending on safety gear not approved by coast guard would be liability risk, and this ship was owned by a very large insurance company.
16. Free board was reduced by 3.5 inches, and then was reversed, but none of the experts were concerned or suggested this had any part of the sinking. It was well within design limitations.
17. Talcum pellets, can absorbed 7-8%, but that it over a period of time, 1-2% is average rate of absorption.
18. 6 fathom shoal is not mentioned as having any bearing on sinking in Coast Guard report.
19. Ship owners letter of protest and part of the record vehemently disagrees with Coast Guard assessment. With some very compelling arguments.
20. 6 phantoms is 36 feet the cargo hold was 33 feet 4 inches.
3:30 pm captain reported "I have a bad list, lost both radars. And am taking heavy seas over the deck. One of the worst seas I've ever been in." However, no distress signals were sent before she sank; Captain McSorley's last (7:10 p.m.) message to Arthur M. Anderson was, "We are holding our own." Her crew of 29 perished, and no bodies were recovered.
1. Coast Guard put a great deal of pressure on experts
2. In one case they forced an expert to render an opinion, when his first statement was he did not know, and that with any certainly no one knew for sure.
3. One of these experts commented on hydrostatic shock which the coast guard decided to reject.
4. Depth Charges used against submarines rarely touch the submarine, but they create a hydrostatic shock wave that opens seams in the strongest of ship design.
5. There is a lot we don’t know, but there is enough facts we do know, what remains “weather” we like it or not tells a story
6. Clamps at corners failed, but air filled cargo holds explode with great force under the great pressure of the sea.
7. Hatches are 7 tons each, sea going over the deck would increase pressure and seal of heavy hatches and clamps that seal cargo holds. There is no evidence clamps failed, or were not in use.
8. Life boats are an obsolete safety device, you are more likely to be killed attempting to launch a boat in such a sea state, floating off inflatable boats is most likely way to save oneself.
9. Fitz crew trained and practiced, evacuation of the ship, and was witnessed by safety personal in inspections. No deficiencies were recorded or noted, but there are extensive notes of all inspections, Fitz had a clean record.
21. We even at this late date are learning new information. 2016 is when Canada changed the law for further inspections of Fitz, but this was at the insistence of family members.
22. Navigational error, is the most damning indictment of any possible errors. By Anderson’s account, 6 phantom shoal was the fear of Cooper, captain of the Anderson. Fitz was closer to the shoal than Anderson. This is no fault of the captain of Fitz, LORAN now maps all these shoals, at the time of the incident the exact mapping of the bottom was not known.
23. This occurred around 3:30 pm, when Fitz first reported trouble, captain also report at least two missing vents, and missing guard rail. This was well within the limits of the pumps ability to pump out 8 inch vent pumps.
24. It was reported that on the radio a female thought vents, was in fact referring to hatches, the trial brought up this point, and this was rejected by coast guard, lawyers and consul that was an rumor and offered no proof. The captain never reported that type of damage.
25. Missing hatch covers that weigh 7 tons, would be obvious to the captain with so many years of experience.
26. Most agree, that damage to Fitz was greater than anyone suspected, cargo holds or ballast tanks were taking on water at the bow, and resulted in a slight list. That is known and reported by the captain.
27. Several hours later the last call to Fitz, meant something occurred so quickly no crew were in a position to escape, they were in fact enclosed in areas that trapped them when the Fitz suddenly went off radar screens.
28. No one with any sense would venture outside a ship in heavy sea state because of the danger, clearly the crew used the tunnels designed into the ship to make evaluations of damage.
29. 3 ½ hours, is about the same time of as Titanic, remember the aft part of Titanic. It was destroyed because of trapped air. 200 feet of Fitz middle section is missing, completely destroyed. Fitz like Titanic bow is fairly intact at the bottom, because that section was flooded.
30. Saw Uboat 480, which was sunk by fist size hole, caused by a mine explosion. Hydrostatic shock.
31. Watch a modern video of torpedo attacks on modern ships. The torpedo explodes under the ship, lifting the ship, and breaking the keel. Amazing to see, during world wars torpedo struck the sides and blew out holes below the waterline.
32. Nothing is for certain, however we have eliminated reasons, or evidence that does not lead to a conclusion.
33. Coast Guard suggest ship broke up at the surface, and hatches were the blame, but experts disagree, the owners disagree, survivors, or bodies disagree because the ore pellets do not support a breakup at the surface sea bed.
34. Experts, inspectors that know far more than the Coast Guard, know that she was designed well and strong, but a slow leak at the bow would explain the Fitz taking that final plunge by the head. However not one on the witness stand can imagine that actually happening unless Fitz was doomed by being open to the sea.
35. Open to the sea, could mean the crew and captain had no knowledge of actual damage, a captain of Fitz would have reported state of his ship, if it were known. It is with very high probability not known, that Fitz was destined to sink because of unknown death knell damage.
36. These are the points we know for sure.
a. She sank because of extreme weather
b. Owners asked ships to continue to sail, November was mild, until later in the day.
c. Several ships were at sea on that day, and survived.
d. Navigation error may have had a bearing on the disaster
e. Crew was not responsible for their deaths, she was a good ship, with a good crew.
f. Human’s like FAA airplane investigators like to blame the dead, it is an easy out.
g. That is very disrespectful to crew, and family members.
November 21, 2022
If you're expecting a clear-cut reason why the Edmund Fitzgerald sank in Lake Superior on Nov. 10,1975, you're not going to find it here. Instead, Schumacher presents testimony from hearings about the incident and then, at the end, provides thorough documentation from several investigatory sources.
There are several theories developed over the years why the Fitzgerald capsized in the stormy Superior. Did the captain veer off course to avoid the storm and hit a shoal? Did a rogue wave cause the boat to split? The Fitz had extended its length and rather than rivets, workers welded seams. It was a new technique that allowed the boat to bend more in waves, but did that cause the split? Was the boat improperly loaded? Were hatches not secured that came off and caused water to cascade into the cargo area?
Schumacher presents testimony in an excellent form, breaking them into chapters about the boat, the captain's capability, the weather, loading and mechanics.
It's a very sad tale. Something caused the boat to suddenly disappear off the radar; crew members didn't have time to launch life boats or life rafts. Twenty-nine people, including the captain, died and their bodies were never recovered.
Memorialized by Gordon Lightfoot's song, the Fitz has always been of interest. I grew up in northern Minnesota and would go to Duluth as a child to watch the iron ore boats leave the canal. I may have even seen the Fitzgerald on one of my visits. I remember when it happened, but never knew the cause. Schumacher's book does not give a definitive explanation, but it does present a ton of evidence in a concise manner that allows the reader to better understand all the variables that could have happened. It offers a lot of evidence for the reader to determine on his or her own the cause.
Before reading this, I had thought a rogue wave may have caused the accident. Now, after reading the book, I am more inclined to think the boat hit a shoal with a lot of force driven by the 20-foot waves. The impact caused the split and the tearing of handrails and the removal of the cargo covers.
There are several theories developed over the years why the Fitzgerald capsized in the stormy Superior. Did the captain veer off course to avoid the storm and hit a shoal? Did a rogue wave cause the boat to split? The Fitz had extended its length and rather than rivets, workers welded seams. It was a new technique that allowed the boat to bend more in waves, but did that cause the split? Was the boat improperly loaded? Were hatches not secured that came off and caused water to cascade into the cargo area?
Schumacher presents testimony in an excellent form, breaking them into chapters about the boat, the captain's capability, the weather, loading and mechanics.
It's a very sad tale. Something caused the boat to suddenly disappear off the radar; crew members didn't have time to launch life boats or life rafts. Twenty-nine people, including the captain, died and their bodies were never recovered.
Memorialized by Gordon Lightfoot's song, the Fitz has always been of interest. I grew up in northern Minnesota and would go to Duluth as a child to watch the iron ore boats leave the canal. I may have even seen the Fitzgerald on one of my visits. I remember when it happened, but never knew the cause. Schumacher's book does not give a definitive explanation, but it does present a ton of evidence in a concise manner that allows the reader to better understand all the variables that could have happened. It offers a lot of evidence for the reader to determine on his or her own the cause.
Before reading this, I had thought a rogue wave may have caused the accident. Now, after reading the book, I am more inclined to think the boat hit a shoal with a lot of force driven by the 20-foot waves. The impact caused the split and the tearing of handrails and the removal of the cargo covers.
November 14, 2025
A documentary drawn from testimony at the Coast Guard’s official inquiry looks anew at one of the most storied, and mysterious, shipwrecks in American history
The sinking of the Edmund Fitzgerald is one of the most famous shipwreck stories in Great Lakes history. It is also one of maritime lore’s great mysteries, the details of its disappearance as obscure now as on that fateful November day in 1975. The investigation into the wreck, resulting in a controversial final report, generated more than 3,000 pages of documentation, a mere fraction of which has been made available to the public. In The Trial of the Edmund Fitzgerald, Michael Schumacher mines this rich resource to produce the first-ever documentary account, a companion to his popular narrative Mighty The Sinking of the Edmund Fitzgerald. In the words of search and rescue personnel, ship designers and inspectors, scientists and naval engineers, former crewmen of the Fitz and the Arthur M. Anderson (the nearby ore carrier that captured the damaged vessel’s last communications), The Trial of the Edmund Fitzgerald recreates the doomed ore boat’s final minutes, the suspense of the search and rescue operations, and the drama of the subsequent Coast Guard inquiry. From the Anderson ’s captain and first mate we hear reports of the Fitzgerald taking on water in the fierce storm near Michipicoten and Caribou Islands, losing its radar, and stating, finally, famously, “We are holding our own.” We follow the investigation, the speculation, and expert testimony to a problematic conclusion—countered by an alternate theory that the Anderson ’s captain maintained to his dying day. By declaring the Edmund Fitzgerald an official gravesite, Canada closed the wreck to further exploration. But here the exploration continues, providing a unique, and uniquely enlightening, perspective on this unforgettable episode in America’s maritime history.
The sinking of the Edmund Fitzgerald is one of the most famous shipwreck stories in Great Lakes history. It is also one of maritime lore’s great mysteries, the details of its disappearance as obscure now as on that fateful November day in 1975. The investigation into the wreck, resulting in a controversial final report, generated more than 3,000 pages of documentation, a mere fraction of which has been made available to the public. In The Trial of the Edmund Fitzgerald, Michael Schumacher mines this rich resource to produce the first-ever documentary account, a companion to his popular narrative Mighty The Sinking of the Edmund Fitzgerald. In the words of search and rescue personnel, ship designers and inspectors, scientists and naval engineers, former crewmen of the Fitz and the Arthur M. Anderson (the nearby ore carrier that captured the damaged vessel’s last communications), The Trial of the Edmund Fitzgerald recreates the doomed ore boat’s final minutes, the suspense of the search and rescue operations, and the drama of the subsequent Coast Guard inquiry. From the Anderson ’s captain and first mate we hear reports of the Fitzgerald taking on water in the fierce storm near Michipicoten and Caribou Islands, losing its radar, and stating, finally, famously, “We are holding our own.” We follow the investigation, the speculation, and expert testimony to a problematic conclusion—countered by an alternate theory that the Anderson ’s captain maintained to his dying day. By declaring the Edmund Fitzgerald an official gravesite, Canada closed the wreck to further exploration. But here the exploration continues, providing a unique, and uniquely enlightening, perspective on this unforgettable episode in America’s maritime history.
July 15, 2024
This companion book to the authors "Mighty Fitz" is essential to understand the different points of view of the cause of the sinking of the SS Edmund Fitzgerald. The charts in the Kindle edition are not very readable, so I also ordered the paperback book. The arguments on all sides about the reason for the shipwreck are fascinating and plausible. After reading this book, you'll have a much better understanding of the potential causes. I have considerable bluewater sailing experience, dealing with the inadequacies of maritime charts, challenges of foul weather, and being responsible for safe passage of a sailing vessel on open water. I finished the two books with my own idea of what led to the sinking of the Edmund Fitzgerald. The results of the investigation of the US Coast Guard and the National Transportation Safety Board are fascinating and the dissenting statements are nothing less than interesting. At the end of the book, you may come to the conclusion that, while no one was grossly negligent, there are certain things everyone involved could have done that might have helped avoid the disaster and the loss of life. Read this book and decide for yourself!
February 5, 2025
After hearing about the Edmund Fitzgerald for years, I realized I didn't really know what happened. This book gives deep into the investigation and reports, pretty much consolidating them word for word. It started to get a bit repetitive and could have been better served by summaries, consolidation, or analysis, but there's no way you can say this is hiding anything.
July 3, 2025
The book has much information which is not included in other books about the sinking of the EDMUND FITZGERALD. If you are interested in the details of her sinking this book is worth reading.
It would benefit from the addition of a chart, but if you are a Great Lakes sailor you should already be familiar with the area of the loss.
It would benefit from the addition of a chart, but if you are a Great Lakes sailor you should already be familiar with the area of the loss.
October 28, 2025
Well edited, I can’t imagine how much work was involved in going through all of the transcripts. The information is organized between different theories on the sinking. The second half are the reports that came of the investigation. You have to be a bit of a nerd to get into this book. I wouldn’t suggest as an entry point to the topic.
November 27, 2025
As advertised, a primary-source walk-through of the 10th of November, 1975. Finished just in time for the 50th anniversary. Not meant for a first-time read about the Fitz, but it is a good follow-up for all those Great Lakes midwesterners, maritime historians, Coast Guardspeople wanting a deeper dive.
December 30, 2022
Definitely not the easiest to read because of all of the language. The trial was much easier to read than the second part of the book but I very much enjoy the history of the Edmund Fitzgerald & all maritime so I enjoyed the book
November 17, 2020
The testimony of the "Master" of the Arthur Anderson is really quite riveting.
May 9, 2023
A fascinating & well-documented addition to the historical record.
dnf-did-not-finish
October 27, 2025Did not finish. Read before.
This entire review has been hidden because of spoilers.
January 21, 2026
This book WRECKED me
February 24, 2021
The sinking of the Great Lakes freighter Edmund Fitzgerald in November of 1975 created an enduring mystery, and enduring interest. The success of Gordon Lightfoot's song "The Wreck of the Edmund Fitzgerald" in 1976 contributed to that interest, and as he sang back then "the legend lives on".
Twenty-nine lives were lost on the Fitzgerald. The ship "disappeared" from radar indicating it was quickly sunk with no time for the crew to abandon ship. The wreck site is in Canadian waters and has been designated a gravesite by Canada, precluding any further diving or exploration beyond the original official investigative ROV. There remains enough that is unclear and unknown that we will never have a full accounting of what happened to cause the sinking of the ship.
In The Trial of the Edmund Fitzgerald Michael Schumacher provides excerpts from testimony made before the Coast Guard's Marine Board of Inquiry into the wreck. The advantage of this approach, as Schumacher explains in the Preface, is that it gives the reader the opportunity to understand the story of the sinking through the words of those on Lake Superior in the same storm, those who searched for the Fitzgerald and it's crew, and those who discovered and recovered wreckage. The excerpts are compelling, especially the testimony of Bernie Cooper, the captain of the Arthur M Anderson, which was following the Fitzgerald, and in contact with her through the storm.
Schumacher also includes three documents - the Marine Board's Report, the Lake Carrier's Association letter of dissent (written in response the the Marine Board report), and the National Transportation Safety Board's Accident Report.
These three do not agree with each other as to the cause of the sinking. The Lake Carrier's Association maintains that the Fitzgerald had suffered hull damage by passing over shoals prior to sinking, and that the water entered the cargo hold came from below. Both the Coast Guard and the NTSB disagree with that, noting that no sign of scraping of the hull was found by the ROV exploration of the wreck site in 1976. Both the Marine Board and the NTSB instead find that water entered the cargo hold from above board and contributed to the sinking in heavy seas, though each has a different account of how that may have happened.
This is Schumacher's second book on the Edmund Fitzgerald, and this one was inspired by the research into the Marine Board testimony he'd done for his first (Mighty Fitz).
I rate this book three stars ⭐⭐⭐. I liked this book. If you are interested in the wreck of the Edmund Fitzgerald, you might like it too.
A NOTE ON FORMAT
I checked this book out from my local library using OverDrive. Originally I checked out and listened to the audiobook, with narration by Traber Burns. Even though the book is structured as a series of statements from Board testimony, followed by the three documents, it worked surprisingly well as an audiobook and I thought Traber Burns did an excellent job of it. However, after finishing the audiobook I went back and checked out the ebook, which contains charts and photos that really add to the story.
Twenty-nine lives were lost on the Fitzgerald. The ship "disappeared" from radar indicating it was quickly sunk with no time for the crew to abandon ship. The wreck site is in Canadian waters and has been designated a gravesite by Canada, precluding any further diving or exploration beyond the original official investigative ROV. There remains enough that is unclear and unknown that we will never have a full accounting of what happened to cause the sinking of the ship.
In The Trial of the Edmund Fitzgerald Michael Schumacher provides excerpts from testimony made before the Coast Guard's Marine Board of Inquiry into the wreck. The advantage of this approach, as Schumacher explains in the Preface, is that it gives the reader the opportunity to understand the story of the sinking through the words of those on Lake Superior in the same storm, those who searched for the Fitzgerald and it's crew, and those who discovered and recovered wreckage. The excerpts are compelling, especially the testimony of Bernie Cooper, the captain of the Arthur M Anderson, which was following the Fitzgerald, and in contact with her through the storm.
Schumacher also includes three documents - the Marine Board's Report, the Lake Carrier's Association letter of dissent (written in response the the Marine Board report), and the National Transportation Safety Board's Accident Report.
These three do not agree with each other as to the cause of the sinking. The Lake Carrier's Association maintains that the Fitzgerald had suffered hull damage by passing over shoals prior to sinking, and that the water entered the cargo hold came from below. Both the Coast Guard and the NTSB disagree with that, noting that no sign of scraping of the hull was found by the ROV exploration of the wreck site in 1976. Both the Marine Board and the NTSB instead find that water entered the cargo hold from above board and contributed to the sinking in heavy seas, though each has a different account of how that may have happened.
This is Schumacher's second book on the Edmund Fitzgerald, and this one was inspired by the research into the Marine Board testimony he'd done for his first (Mighty Fitz).
I rate this book three stars ⭐⭐⭐. I liked this book. If you are interested in the wreck of the Edmund Fitzgerald, you might like it too.
A NOTE ON FORMAT
I checked this book out from my local library using OverDrive. Originally I checked out and listened to the audiobook, with narration by Traber Burns. Even though the book is structured as a series of statements from Board testimony, followed by the three documents, it worked surprisingly well as an audiobook and I thought Traber Burns did an excellent job of it. However, after finishing the audiobook I went back and checked out the ebook, which contains charts and photos that really add to the story.
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