Cedarville/
| Depth: | 40′ to 110′ |
|---|---|
| Dimensions: | 604′ x 60′ x 32′ |
| Cargo: | Open-hearth limestone |
| Cause of Sinking: | Collision (in fog) with M.V. Topdalsfjord |
| Built: | 1927, River Rouge MI by Great Lakes Engineering |
| Date Lost: | May 7, 1965 |
| Construction: | Steel |
| Propulsion: | Triple-expansion steam engine, 2200 hp |
| Skill Level: | Intermediate to Advanced |
| Location: |
Bow: N45° 47.235′ W084° 40.248′Crack: N45° 47.280′ W084° 40.290′Stern: N45° 47.322′ W084° 40.324′ |
History
The Cedarville was launched in 1927 at River Rouge MI as the A.F. Harvey, a straight-deck bulk carrier for the Pittsburg Steamship Company (US Steel). She was 604 ft. long (588 ft keel) with a triple expansion steam engine, fired by coal. The vessel was transferred to the Michigan Limestone Division (Bradley Transportation Line) and converted to a self-unloader at Defoe Shipyard in Bay City MI over the winter of 1957-58.
In the early morning of May 7, 1965, the Cedarville departed Port Calcite, near Rogers City, headed to Gary, IN with 14,411 tons of limestone with a crew of 35. As they neared the Straits of Mackinac, the fog thickened. Due to a lack of communication, the Norwegian vessel Topdalsfjord collided with the Cedarville on her port side cutting a deep gash in her side between the seventh and eight hatch.
After briefly dropping anchor to consider the situation, the Cedarville’s Captain attempted to beach the vessel near Mackinaw City. While still several miles offshore, at 10:25 am the Cedarville suddenly rolled over to starboard and sank in 105 feet of water about 3.5 Miles SE of the Mackinac Bridge south tower. Twenty-five crewmen were recovered alive from the cold lake, along with two others that succumbed due to exposure, and eight others went down with the ship. All but one of the missing crewmen have been recovered, with one still listed as missing.
Present Condition
The Cedarville is a favorite site in the Straits of Mackinac. She is intact and lies on her starboard side, her forward section about 45 degrees from being totally inverted, and her stern section a little less inverted. Her massive size and inverted orientation makes for an interesting, but sometimes confusing dive. The cabins are visible along with lots of deck equipment and the fatal gash. Caution is warranted given her size, depth, upside down orientation and variable visibility. Many hazards are present and penetration should not attempted without proper training, experience, planning and equipment. Due to the orientation of the vessel to the currents, the visibility is often reduced to 35 ft or less but the ship still presents a great diving opportunity.
Mooring Buoy Status
All 3 buoys reinstalled May 16, 2026.
The stern buoy was damaged by a boat approaching too near, knocking off the top and light. Another boat strike damaged the shell of the buoy, and it will be necessary to replace the entire unit.
The bow and stern moorings have been relocated OFF THE WRECK to meet the requirements of our permits, and now both have taller, lighted buoys. Small guide lines are attached to assist divers in finding the wreck if visibility is reduced – make a note of where they attach to the wreck! Another light line extends across the wreck from the bow guideline attachment, as a guide for those following the hull back from the crack. Follow this light line over the port side and downwards, and you will relocate the guideline to the mooring.
The mid-ship buoy is now attached to a chain coming from one of the salvage barge anchor blocks. This places it right at the crack, making it easier to locate.
The Straits of Mackinac Shipwreck Preserve maintains moorings at this site generally from late-May to mid- September. Please run a line through the eye of the tagline and back to your boat, rather than putting our line onto a cleat. This protects our line and the floating jug from being damaged or stripped off.
