IDENTIFICATION & SITE INFORMATION

• Type: Steel steam Barge (cargo freighter)
• Length: 78.6 m (258 ft)
• Beam: 13.4 m (44 ft)
• Depth: 6.7 m (22 ft)
• Deaths: None (crew evacuated)
• Location: Near Alexandria Bay, St. Lawrence River
• GPS: ~44°25′46″ N, 75°49′22″ W

The SS Keystorm was a steel-hulled steam cargo vessel (often called a “canaller” freighter) built in 1910 and lost in 1912 (Keystorm 1910). She sank after striking a shoal in the St. Lawrence River near Alexandria Bay, at a spot known as Outer Scow Island Shoal (also referred to as Howe Island Reef). The wreck lies in international waters of the St. Lawrence, roughly 7 miles from Alexandria Bay (Keystorm 1910). Its approximate coordinates (44°25.77′ N, 75°49.36′ W) correspond to the area of the Howe Island Reef All crew members survived the sinking, and today the site is a popular dive location. The Keystorm is considered one of the most significant shipwrecks in the region, often dubbed the “crown jewel” of local diving sites.

Construction and Ownership

SS Keystorm was built for the Keystone Transportation Company of Montreal (a subsidiary of Montreal Light, Heat & Power Co.). Her Keel was laid in 1909 and she was launched on March 30, 1910 at the Swan, Hunter & Wigham Richardson shipyard in Wallsend-on-Tyne, England. Constructed of steel with a single Deck and arch-framed cargo holds, she was designed to the maximum dimensions that could transit the St. Lawrence River canals of the era (hence the term “canal-size” bulk freighter) (Keystorm – Great Lakes Vessel HistoryGreat Lakes Vessel History). The vessel was initially British-registered (official number C129749) with Newcastle-upon-Tyne as home port, but was soon re-registered in Canada in 1911 when Keystone’s fleet reorganized under a Canadian entity . Keystorm was one of a fleet of “Key-” prefixed ships (others included Key West, Key Port, Key Bell, etc.) engaged in Great Lakes and St. Lawrence commerce. On completion in April 1910, she entered service carrying bulk cargo (especially coal) between U.S. ports on Lake Ontario and the company’s facilities in Montreal.

Power

The Keystorm was powered by a single triple-expansion steam engine fed by coal-fired Scotch boilers . The engine, built by North-Eastern Marine Engineering Co. in Wallsend, had cylinders of 17, 28, and 46 inches (with 33″ stroke) and developed approximately 720 indicated horsepower (about 122 nominal HP). This propulsion drove a single screw propeller and gave the freighter a service speed of roughly 9 knots. The vessel’s engineering reflected early 20th-century Great Lakes freighter design – reliable but requiring frequent fueling, as evidenced by her large coal bunkers and on-board machinery dedicated to feeding the boilers.

Hull Dimensions (Imperial & Metric)

The Keystorm’s Hull was 78.6 m in length (approx. 258 ft overall) , with a beam of about 13.4 m (44 ft) and a Hull depth of around 6.1 m (20 ft) from Keel to Deck . (Note: In some sources the “depth” is given as 17.5 ft, which represents the Hull’s molded depth, while ~22 ft may refer to the vessel’s Draft when loaded.) Her Gross Tonnage was about 1,673 GRT (Net Tonnage 1,037), reflecting the cargo volume capacity. She featured a single Deck with multiple cargo hatches (spaced ~24 ft apart) for loading coal, grain, or ore . These dimensions made Keystorm a medium-sized Great Lakes freighter of her time, purpose-built to fit the locks and channels of the pre-Seaway era.

History

Brief Service: After commissioning in 1910, Keystorm served just two years. She regularly hauled bulk cargoes (particularly coal) from Lake Ontario ports to Montreal . In late October 1912, Keystorm loaded 2,273 tons of soft coal at Charlotte (Rochester), New York for Montreal Light, Heat & Power. This would be her final voyage.

Final Voyage & Sinking (Oct 26, 1912): Keystorm departed Charlotte on October 25, 1912 around 3:00 PM. By midnight she had entered the St. Lawrence River at Tibbetts Point (near Cape Vincent). In the early hours of October 26, heavy fog developed as the ship navigated the tricky channels among the Thousand Islands . Captain Charles Daignault (of Beauharnois, QC) was uneasy about the conditions but eventually retired to his cabin around 3:00 AM, leaving the first mate in charge near Alexandria Bay. Shortly after, the Keystorm ran into a dense bank of fog near Sister Island. The mate became disoriented and failed to use the compass effectively, maintaining speed despite losing sight of navigation lights. At approximately 4:15 AM, the ship struck the shoals of Outer Scow Island (Howe Island Reef) on her starboard side. The impact tore a gash in the Hull and the vessel began flooding rapidly.

Captain Daignault was called, and the crew stopped engines and manned the pumps immediately. However, the inflow of water was too great. The Keystorm remained stranded on the rocky shoal for about 5 hours before finally sliding free. The crew had enough time to launch two lifeboats (yawls) and evacuate safely to a nearby island and a channel buoy, even returning briefly to retrieve personal effects. Around 9:00 AM – long after dawn – the stricken freighter heeled over and sank off the reef into deep water, disappearing in a swirl of foam and waves. Thankfully, no lives were lost; all 20 crew members survived without injury. Contemporary reports in Brockville described the Keystorm’s loss as “the greatest marine accident for perhaps half a century” in the area, underlining how dramatic and unexpected this grounding was.

Inquiry and Aftermath: A marine inquiry was convened in Montreal. Testimony revealed that the first mate “showed total disregard of all prudence,” neglecting to take proper bearings or slow the ship in fog. The captain and first mate were found guilty of negligence in the wreck (SS Keystorm – Wikipedia). The Keystorm’s loss was attributed to navigational error in poor Visibility. At the time of sinking, the ship and cargo were valued around $120,000–135,000 (a substantial sum in 1912). The wreck initially posed a hazard marked by a buoy, but since it had slid off into deeper water, it did not obstruct the main channel.

Salvage Efforts

In the years following the sinking, various salvage operations were undertaken. The wreck was sold in 1917 to a salvage concern (SS Keystorm – Wikipedia), and by 1919 divers had recovered the cargo of coal from her holds (SS Keystorm – Wikipedia). Contemporary deep-sea divers (using early hard-hat equipment) managed to enter the sunken Hull and removed much of the 2,300+ tons of coal by 1919. However, attempts to refloat or remove the ship itself were deemed impractical – Keystorm had come to rest largely intact but deep, with her Stern in over 35 m of water. Aside from the coal and some portable equipment, the ship was left on the river bottom. Over time, smaller-scale salvagers and sport divers recovered a few artifacts (reports suggest the ship’s bell and some brass fittings were removed decades ago), but the Hull and machinery remain in place. By 1958 the wreck’s location and identity had been well established (it was formally re-discovered by scuba divers in the late 1950s), ending any notion that she might be raised for service. Today, the Keystorm rests where she sank over a century ago, serving as a time capsule rather than a salvaged hulk.

Final Resting Place

Site and Orientation: The Keystorm lies on a steep underwater slope just off the reef that holed her. The wreck settled on its starboard side on the bottom. The bow (with the pilothouse) came to rest upslope in relatively shallow water, while the Stern slid down into the depths. As a result, the depth range of the wreck is dramatic: the shallowest part of the wreck is only about 7.5 m (25 ft) below the surface at the bow, whereas the deepest point (the Stern and propeller) is around 35 m (115 ft) deep. The Hull is largely intact from bow to Stern. When the Keystorm sank, it did so fairly gently (having rested on the reef for hours), so it did not break apart on impact with the bottom. It sits with a noticeable list (almost fully on its side) on the rocky slope.

Condition of the Wreck: After more than 110 years underwater, Keystorm remains remarkably well-preserved for a steel shipwreck. The cold fresh waters of the St. Lawrence have slowed corrosion. The bow section still has the pilothouse structure, though collapsed to the side, and the anchor Windlass and chain are strewn on the bow Deck. Amidships, the large cargo hatches are open and empty (the coal having been salvaged), giving divers swim-through access to the holds. The triple-expansion engine and boilers are still inside the engine room, which is accessible but now sideways and partially silted (Keystorm). The masts and derricks, which toppled as the ship rolled, lie across the wreck. A gigantic propeller (and one bent propeller blade) remains attached at the Stern, a popular attraction for divers reaching the deepest part of the site. The Hull plates and rivets are solid, though encrusted with freshwater mussels. Some damage from the reef impact is visible on the starboard Hull plating near the bow. Over the decades, invasive Zebra Mussels have covered much of the wreck’s surfaces, filtering the water but also obscuring details.

Discovery and Marking: The wreck’s position was known generally since 1912, but it wasn’t until 1958 that scuba divers positively identified and began exploring Keystorm . Ever since, the site has been marked seasonally. Typically, a mooring buoy is attached to the wreck (often near the bow in shallow water) during the dive season, allowing dive boats to tie up. The wreck lies just south of the shipping channel, a little upstream of the landmark Singer Castle on Dark Island. This means freighters still pass nearby; as such, divers usually descend and ascend via the mooring or shot line for safety, rather than free ascending in open water.

Current Condition & Accessibility

Diver Access: Keystorm is accessible to a wide range of divers due to its depth profile. Beginners can explore the upper sections of the bow (~20–30 ft deep) which on a clear day offer an eerie view of the pilothouse and bow Deck. More advanced divers, including those with Advanced Open Water or deep diving training, can descend along the Hull to the Stern at 100+ ft to see the propeller and rudder. Penetration is possible in the cargo holds and engine room for those with wreck training, but caution is urged (the ship is on its side, causing unusual orientation inside).

Conditions: Diving the Keystorm can range from tranquil to challenging depending on season and weather. Visibility varies from about 3–5 m on average (10–15 ft) to over 15 m (50 ft) on exceptional days. Generally, the clearest water is in late fall when algae dies off. In summer, Visibility can be reduced by plankton blooms and river silt. A current is often present – it may be mild or even non-existent at times, but can become quite strong especially nearer the surface or during river outflow surges . Divers often find a light current sweeping along the wreck; this can aid a gentle drift dive along the Hull, but one should be prepared for a workout when swimming against it. It’s recommended to start the dive into the current and return with it.

Water temperature in this part of the St. Lawrence is cold most of the year. In early spring and late fall, temperatures at depth hover around 0–4 °C (32–40 °F) , necessitating drysuits for comfort. Mid-summer brings warmer surface temps (20 °C+), but at the bottom it often remains thermocline-cooled (under 10 °C).

Hazards: Key hazards for divers on Keystorm include entanglement and disorientation. The wreck has some dangling lines, nets, and old fishing line snags, so one must be cautious not to get tangled (carrying a knife or Cutter is advised). The interior spaces, like the engine room, are at a 90-degree tilt, which can be very disorienting to navigate. Silt blankets many horizontal surfaces; a careless fin kick can stir up blinding clouds in confined spaces. Because of Zebra Mussels, most metal surfaces are razor-sharp and covered in shells – good gloves are important to avoid cuts. Another consideration is boat traffic overhead: the site’s proximity to a busy shipping lane and tour boats means divers should use a dive flag/marker and ascend on the mooring or along the wreck to avoid straying into boat paths.

Despite these challenges, Keystorm is a favourite dive site for many. It offers something for every level: novice divers can enjoy the shallow bow with ambient light and abundant fish, while technical divers can venture to the darker depths of the Stern or even stage decompression dives. Night diving on the Keystorm is also popular among experienced groups, as the wreck’s structure comes alive under torch light, with burbot and eels emerging from crevices.

Notable Features Underwater: Divers consistently highlight several features on the Keystorm wreck. The bow section, with its upright foremast (now laying across the Deck) and the battered pilothouse, makes for an iconic photo opportunity – often lit by the green glow of shallow water. The engine room skylights and hatches amidships allow a peek into the engineering marvels of 1910; one can shine a light in to see the tops of the massive boilers and engine cylinders. The Stern is a must-see: the propeller, still attached and larger than a person, lies at 35 m depth and is a rewarding goal for those trained to reach it. Schools of bass, pike, and freshwater drum often patrol the wreck, and on sunny days the play of light through the water can be stunning. There are even some artifacts still on site: bottles, coal chunks, and machinery components can be spotted on or around the wreck – though by law and ethics, these should be left in place for others to enjoy.

Legacy and Significance

The story of the Keystorm has become a notable chapter in Great Lakes maritime history. At the time of her loss, the incident was one of the most prominent shipping disasters in the region’s recent memory, ending the ship’s career after only two years. The official inquiry’s finding of negligence helped improve awareness of safe navigation practices in fog, particularly in the narrow channels of the St. Lawrence. For example, after Keystorm’s sinking, captains were reminded of the importance of using compasses and reducing speed in treacherous conditions – lessons underscored by the court’s verdict of fault.

Over the ensuing decades, Keystorm gained renown not as a lost freighter, but as an exceptional dive site. Rediscovered in the 1950s when recreational scuba diving was in its infancy, it became a training ground for early scuba pioneers in the Great Lakes region. Today, it remains one of the most visited wrecks in the Thousand Islands area, attracting divers from both Canada and the United States. Its relative accessibility and intact features make it a centerpiece of local dive charters. Dive operators often describe Keystorm as a perfect “advanced adventure dive” – challenging enough to be interesting, but forgiving enough to be enjoyed with proper precautions.

The wreck also serves as an underwater museum. Organizations dedicated to preserving marine heritage, like Save Ontario Shipwrecks, have included Keystorm in their dive guides and placed moorings to prevent anchor damage. Through these efforts, the shipwreck has been protected for educational and recreational use.

In historical terms, Keystorm is a representative example of early 20th-century Great Lakes freighters – her story illuminates the era of coal-fired steamers that predated the St. Lawrence Seaway. Enthusiasts and historians note that she and her sister ships (like Keywest and Keyport) were part of the development of Canadian utility companies’ transportation fleets, linking coal supplies to Canadian industry. The survival of Keystorm’s wreck provides tangible insight into ship construction techniques of that time (riveted steel plates, compartmentalized holds, etc.), as well as the harsh realities of navigation before modern electronic aids.

In summary, the legacy of the Keystorm lives on through both historical records and the physical wreck itself. It stands as a somber reminder of the perils of Great Lakes navigation, the importance of prudent seamanship, and the enduring allure of shipwrecks as windows into the past. Each year, countless divers descend on Keystorm to pay homage to this grand old freighter, ensuring that her story continues to be told and appreciated.

References & Links

YouTube – “Scuba Diving the Keystorm” – Video dive tour of Keystorm (Saint Lawrence River) showing the wreck’s features and conditions (Exploring with Daniel Gildea)

Maritime History of the Great Lakes – Maritime History of the Great Lakes (online archive of Great Lakes shipping history)

Great Lakes Ships Database (GreatLakesShips.org) – Great Lakes Ships (vessel data repository) – Keystorm entry with historical details and photographs

David Swayze’s Great Lakes Shipwreck File – Great Lakes Shipwreck Files (comprehensive database of 5,000+ wrecks) – Keystorm record (Official No. C129749) with loss details

Historical Collections of the Great Lakes (BGSU) – Great Lakes Vessels Online Index, Bowling Green State University (archival data on vessel specifications and career)

Great Lakes Vessel History (Sterling Berry) – Keystorm – Detailed vessel history and specifications (Keystorm – Great Lakes Vessel HistoryGreat Lakes Vessel History) (Keystorm – Great Lakes Vessel HistoryGreat Lakes Vessel History)

Wrecks and Reefs – Keystorm – Dive site description for Keystorm, including site overview, hazards, and photos (Keystorm) (Keystorm)

Keystorm Windlass (Bow Anchor Winch) by GooseDiving on Sketchfab

Photos Tom Rutledge