Update on the cannery tender Barron F

August 6, 2013

I recently heard from the current owner of the Barron F, who very generously sent some photos of the boat. Steven Starnes is planning to drop the current name “Frank F“, and return the boat’s original name. He is hoping to bring her back to Southeast Alaska for her 100th birthday, and would like to see her in a museum.

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I also found a few more details on the boat’s history, which I will post below. As I mentioned in some earlier posts, the Barron F was one of the Funter Bay cannery tenders owned by James T. Barron.

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The US Merchant Vessel Registry from 1918 says the Barron F was built in 1917 in Seattle and home port was Portland, OR. 65.2ft long, 17ft beam, 7.3ft draft. Fishing service, crew of 7. 85hp gas engine. 50 Gross tons, 42 Net tons. In 1919 the home port is listed as Juneau.

The H. W. McCurdy Marine History says that the Barron F was built by the National Shipbuilding Co of Seattle. That company was founded on Jan 1 1917. Their 4-acre yard was located at 655 Gordon St in Seattle, and executive offices at 1023 Alaska Bldg. Officers were J.F. Lane, J.L. McLean, and Loren Grimstead. They had about 200 employees in the yard. (from Pacific Ports Annual, 1919).

In 1918 the owners pulled out the Barron F‘s 3-cylinder Atlas “distillate engine” and sold it, it was said to be installed in the spring of 1917 and only used for 3 or 4 months. It was listed for sale for $4,900. (from Pacific Motorboat, Vol 10)

In 1959 the Frank F was mentioned as the “old Barron F, a Nakat tender”. It was owned by Rollin Crump of Astoria and had been converted to a dragger working out of the Columbia River. It had an A-C 21000 (probably Aliss Chalmers 6-cylinder) with a Capitol 3.88 to 1 reduction gear, which got it up to 10 knots, noted as “a good two knots over any previous known speed for the boat”. During a 14-day trip the vessel used 1000 gallons of diesel. (From Pacific Fisherman Yearbook Vol 57).

Thanks again to Steven for letting me use his photos!


Funter Bay History – Cannery Employees

August 6, 2013

The Thlinket Packing Co at Funter Bay employed a number of different people over the years in a variety of positions. Below is a partial list, gleaned from early 20th century newspapers. Keep in mind that consistent spelling of names in the early 1900s was somewhat optional!

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James T. Barron – Owner and Manager, 1902 – ~1926. More on the Barron family here.

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Judge Michael George “MG” Munly (1854-1923)

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The family name was originally spelled “Munley”, but Michael later dropped the E. He was company Secretary and brother-in-law to James Barron. He married Mary Nixon, sister of James Barron’s wife Elizabeth. Munly was admitted to the Pennsylvania bar in 1882. He was deputy city attorney in Portland, and was appointed a judge of the Oregon circuit court from 1892-1894. Munly ran unsuccesfuly for mayor of Portland in 1909. Along with the Barron family, Munley and family were frequent visitors to the Funter Bay cannery.
Judge Munly’s grave and additional information.
1922 Biography of M. G. Munly
1928 Biography

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C. F. Whitney was Sales Manager at the company, based in the Portland office. He seems to have rarely visited the Funter Bay operation. Prior to taking this position, Whitney had been sales manager of the New York Life Insurance Co.

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Mr. and Mrs. Norton – Listed as winter caretakers at the cannery in 1903. Left in February to develop some timber claims in Oregon.

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James Lawlor – (Sometimes spelled Lawler) was caretaker and winter foreman(?) from at least 1903-1909. He took over from the Norton’s in Feb 1903 and began preparations for the upcoming coming packing season.

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Chris Houger (Sometimes spelled Hooger, Hugher, Hager, etc) was “Outside Foreman” at the Funter Bay cannery from at least 1903-1919. ?He was in charge of piling crews, trap installations, nets, etc. His wife was noted as being the cannery’s bookkeeper in 1914. In 1917 Western Canner and Packer referred to him as Manager of the Thlinket Packing Co.

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Captain Haly of the Rainier – hired to bring up the “fishing steamer Barron” from the South for the 1903 season.

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Mr. and Mrs. A. C. Bogarth – Operated fish traps near the Funter Bay cannery for several years around 1903.

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Captain Crockett – skippered the Anna Baron during at least the 1904-1907 seasons.

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Captain Mason was listed as skippering the Anna Barron in 1911.

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Captain Martin Holdst (Also listed as Martin Olson) of the Belle was employed in the winter of 1909-1910 repairing the water and power systems at the cannery.

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Pat. F. Mulvaney was the storekeeper at the Funter Bay cannery from at least 1909-1917 and listed as watchman in 1918 -1919.

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Fred Barker (Or T. H. Barker) was listed as cannery superintendent in 1911. His brother “Billy” Barker was the assayer at the Perseverance mine.

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Cannery employees listed as arriving in spring of 1911 were: H. H. Harvey, C. W. Young, G. W. Scott, E. A. Harriman, Thos. Redwood, F. Phelps, W. F. Brillian and H. Wills.

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A. M. “Bob” Bell was listed as a canneryman at Funter Bay in 1912. There is also an A. E. L. Bell mentioned, and possibly another Bell who ran the Glacier cannery.

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F. Hilder was an employee at the cannery in 1914.

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George W. (or L.) Bowman was listed as cannery superintendent in 1914. He formerly worked for the Northwestern Fisheries company.

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J. F. Bennett was listed as a cannery employee in 1915, his arm was caught in a rotating shaft in June and he required skin grafts at the Juneau hospital.

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Harold W. Chutter (Or Chuttes or Chutte or Shutter or Chutler) is listed as the “popular superintendent of the Funter Bay Canning Co” in 1916 and 1917. In Feb. 1917 it was reported that “Mrs. Chutter, formerly of Funter Bay” had left to marry the former accountant for the Juneau Electric Light company. In December of 1917 it was reported that Chutter was closing up his affairs at the cannery and leaving for Bremerton to join the Navy. Sales Manager Whitney planned to come North from Portland to temporarily fill in as manager.

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C.L. Cook is listed as bookkeeper in 1917.

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G.C. Coffin, an employee of the cannery, was at the Juneau hospital in 1917 for eye treatment.

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E. W. Hopper is described as the superintendent and/or manager of the cannery in 1918. His wife and daughter also resided at Funter in the summers.

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Capt. John Maurstad skippered the Barron F. in 1918. According to the Kinky Bayers notes, he came to Alaska in 1909 and was a resident of Angoon. He did some logging and built a sawmill and Kasnaku Bay (Hidden Falls) in 1927. In 1940 he was in charge of a CCC crew building roads near Angoon. He may have died around 1942 at age 53.

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D. J. Wynkoop, formerly of the Treadwell mine, was employed at the cannery in 1918.

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Captain A. Woods is listed as running the Anna Barron in 1918. He fell from a 20ft ladder in February and was in St. Ann’s hospital expected to fully recover.

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Chinese, Filipino, and Native Alaskan employees were usually only mentioned in passing, with no names given. A 1914 article lists the following “strange names” of Chinese workers bound for Funter Bay, but states that the purser of the steamship City of Seattle may have been kidding around: “Ten Pin, Hinge Lock, Wong Toon, Mop Dip, Wong Chuck, and Sam Lea“.

I’ve tried briefly looking into each of these people, but have not found any detail on most of them. I may try to come back to this post if more information becomes available. If you know anything about any of them, please feel free to contact me!


Alaska’s Historic Canneries Blog

August 2, 2013

I was recently invited to write an article on the Funter Bay cannery for the Alaska Historical Society. The article is on their excellent blog of Alaska’s Historic Canneries, and can be viewed here:

http://alaskancanneries.blogspot.com/2013/07/the-funter-bay-cannery.html

I’d like to thank Anjuli Grantham of the AHS for getting this set up for me, and my sister Megan for proofreading.


Funter Bay History: Wreck of the Mariechen

July 26, 2013

In late 1905, a German-registered tramp steamer named the Mariechen set out from Puget Sound to Vladivostok, Russia. The steamer was owned at the time by Diederichsen, Jebson & Co of Hamburg, and was known for running contraband to Russia and Hong Kong. In 1905 she was reported as planning to run a blockade on the Vladivostok Harbor.

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Photo courtesy of the British & Commonwealth Shipping Company record website.

The ship was originally built in 1883 as the Clan Matheson of 3,917 tons. The ship had a history of problems, including fires on board and a prior grounding in the Suez Canal.

Traversing the outside coast of Alaska in December is a risky proposition even today. The ship ran into typical winter storms, then suffered an engine breakdown. Conflicting reports then state that the ship was either adrift for a month, or “beating around near Point Retreat” looking for an anchorage. The ship likely had customs issues which would have dissuaded the crew from seeking a port like Juneau or Skagway. Marine radio technology was fairly new and temperamental, and the ship may not have had a working wireless set. It’s possible the vessel was trying to use sails after the engine died, the first photo shows very tall masts and spars indicating square rigged sails, but some of the spars are missing in the post-wreck photos.

In late January of 1906, the ship finally went aground at False Bay, south of Funter on Chichagof Island. Excerpts from the wreck report note that the compass froze up, the steamer had no charts of the area, and visibility was low due to a snowstorm.

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Courtesy of Alaska State Library, William R. Norton collection, P226-743

The master of the ship was listed as Captain Rudolph Heldt, with Chief Officer Charles Pruet. The crew was mostly Chinese, who were “rounded up and deported” after the wreck. There were apparently no fatalities, but the cargo was lost. One document blames “local Indians” for the loss of the cargo, but period articles mention many local vessels salvaging “Food, flour, and beer” from the hulk, and selling some of it in nearby towns. An article from December 1906 described a feud over “several loads” of beer looted from the wreck by Robert Reid of Tenakee. Local tough Norman E Smith demanded a cut of the loot, and threatened Reid’s family. Reid then killed Smith with a shotgun at Snyder’s store in Tenakee.

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Courtesy of Alaska State Library, William R. Norton collection, P226-612.

After the wreck, the British Columbia Salvage Co had the contract to refloat the vessel and tow it South for scrapping. The salvage tug Salvor was sent to the area, and the crew used Funter Bay as their base of operations. The tug would periodically stop at the cannery for fresh water and safe anchorage during storms. A March article notes that the water pipes at the Funter Bay cannery were frozen, so the Salvor had to come to Juneau for water. In April of 1906 the Salvor finally got the Mariechen floating, and towed the hulk into Funter Bay. It was further patched at Funter before being towed to Juneau in May, then on to Victoria, BC.

“The German steamer Mariechen is again afloat on the high seas. The steamer Rustler brings word that she was floated and is now at Funter Bay where she will remain until patched up for her tow to Victoria, where a British firm has the contract to repair her.” (from Daily Alaska Dispatch [Juneau] 28 Apr. 1906)

Postcard of hull from beach.

A detailed report of the salvage operation, including a photo of the damaged hull in drydock, is available here.

Sources:

“Steamer For Sale.” Daily Alaska Dispatch [Juneau] 15 Oct. 1906

Daily Alaska Dispatch [Juneau] 19 Mar. 1906

Good, Warren. “South East Alaska Shipwrecks (M) ” Alaska Shipwrecks. Web. 16 July 2013. <http://alaskashipwreck.com/&gt;.

“SS CLAN MATHESON Built by Napier Shanks & Bell Yoker.” Clydebuilt Ships Database. Web. <http://www.clydesite.co.uk/clydebuilt/viewship.asp?id=8212&gt;.

“Clan Matheson.” The British & Commonwealth Shipping Company; A Record of The Ships And The People That Served Them. Web. <http://www.bandcstaffregister.co.uk/page542.html&gt;.

“Salving the Mariechen.” Marine Review 34 (1906): 16-17.


Funter Bay History: Aleut Evacuation and Internment

July 7, 2013

A darker page in the history of Alaska came during WWII, when the US government “evacuated” native populations in the path of Japanese invasion. This essentially meant shuffling them out of the way and then ignoring them. Funter Bay was one of the sites used as an internment camp for evacuees during the war.

Charles Mobley has an excellent report documenting the evacuation and internment of Aleuts, and examining the architectural and archeological remains at Funter Bay. It came out in 2012 and is available from the National Park Service. It is also available online in PDF form at the prior link. Another article on the internment is available here. There is a documentary film available here. Some of the original WWII logbooks (excerpted below) can be found here.

Japanese invasion of Alaska’s Aleutian Islands occurred in early June of 1942. The US government immediately forced native populations in that region to evacuate, with little notice and taking only what they could carry.  This was supposedly for their own protection (villagers on Attu had been captured and taken to Japan). However, the military also wished to deprive the invaders of potential supplies and facilities (some villages were burned by the navy while the residents watched). As noted by Mobley, “The U.S. Military viewed the buildings as a potential asset to the enemy’s advance”.

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Fish & Wildlife Service employee’s account of the St. George evacuation. Courtesy of the National Archives. Pribilof Island Logbooks 1878-1961, ID 297024 

 

Islands which were evacuated included the Pribilof group of St. Paul and St. George, which lie north of the main Aleutian chain. These islands were settled permanently during the Russian development of Alaska, when Aleuts from other islands were moved there to hunt seals. Most of the residents were considered Russian citizens, became Russian Orthodox followers, and had Russian last names. After the US purchased Alaska, the Federal government closely controlled the islands. Ironically the American government was more oppressive towards religion, culture, and general freedom than the Russian government had been. Residents were kept under the thumb of the Fish and Wildlife Service, and were paid a small wage to hunt seals and maintain fox farms which profited the US treasury.

In mid June of 1942, Aleutian evacuees were transported to several sites in Southeast Alaska. The Pribilof residents were moved to Funter Bay, where the government leased the dormant cannery and mine to house them (Mobley notes that leasing agreements were still being finalized while the ships of evacuees were underway). Planning and funding were minimal to nonexistent, and evacuees were left largely to fend for themselves in un-maintained buildings with limited food or medical care.  Islanders had at the last minute been allowed to bring a few small boats with them, and were expected to hunt and fish for much of their own food.

Two USF&WS employees (Daniel Benson and Carl Hoverson) and their wives, along with two school teachers, Mr. and Mrs. Helbaum, were stationed at Funter Bay. These local agents repeatedly pleaded for support from their superiors and even attempted to resign over conditions at the internment camps, but were largely ignored. General knowledge was that German Prisoners of War housed in nearby Excursion Inlet had better conditions and better food than the Aleuts (US civilians) housed at Funter. By the time residents were allowed back to their homes permanently (except for islands taken over for US bases), over 10% had died in the internment camps.

Despite the poor level of care, The Fish and Wildlife Service still considered the Aleuts to be their wards, or perhaps their indentured servants. In 1943 the F&WS coerced Pribilof men to leave their families at Funter and return to the theater of war to hunt seals and care for foxes on the government fur farm.

Pribilof Islanders arriving at Funter Bay cannery in 1942:
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Courtesy of Alaska State Library, Butler and Dale collection. P-306-1093

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Courtesy of Alaska State Library, Butler and Dale collection. P-306-1091

I am not sure which ship is shown above. It appears to be smaller than the Delaroff, which transported evacuees from the Aleutians. USF&WS vessels which supplied the camps at Funter Bay included the Brant, the Penguin, the Crane, the Swan and the Scoter. These were closer in size to the vessel shown above. The boat tied to the scow appears to the the towboat Ketchikan. The Scoter was eventually assigned to spend the winter at Funter.

Pribilof names written on a door at the cannery:
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The names I can make out are “Nekita Hapoff” and “Jacob Kochutin”. A Nekita Hapoff is reported to have died at Funter Bay.

Quonset hut erected as temporary housing at Funter Bay:
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Not only had the cannery buildings been disused for over a decade, they were not designed for winter habitation. Bunkhouses and cabins were occupied in the summer while the cannery operated, and were typically not insulated or heated. Some of the log books kept by government employees at the internment camps are available here. They detail the amount of effort needed to make the camps livable. During the first three months of their internment the Pribilof islanders were at work “constructing bunks, making beds from chicken wire, repairing leaking roofs, broken windows, rotten flooring, dilapidated outhouses”, etc. On Sept 30, 1942, there were “50 native workmen… hauling garbage, repairing plumbing, repairing light wires… razing dock and warehouse for salvage lumber”. By October they were still digging ditches for water pipes and repairing buildings and the water supply dam, and in December they were still trying to get a sanitary water system working. On Feb 12 the agent’s log reported:

“During the past cold spell it has been impossible to heat the houses and quarters occupied by the Natives. At night they have huddled around the stoves and in the dining room getting what little sleep possible. Most of the water pipes are still frozen and there still is no water in the reservoir behind the dam”.

Between the lack of heat and water and the new diseases and climate that residents were exposed to, sickness was almost inevitable. The log books detail the poor medical care provided to internees:

“Wednesday, Oct 27 1942: Three men down with bad colds, sore throats, and chills; this would indicate another outbreak of measles. All were medicated and sent to bed to ‘sweat it out'”.

Another series of log entries chronicles the spread of the flu in late December, 1943. On Christmas Eve, 3 men at the St. George camp were sick, and by the 27th 10 at St. George and “Most of the workmen” in the St. Paul camp were sick. By December 31st, it seemed that only one man from each camp was well enough to work, at the sad task of building caskets. The log reports “All other men sick” (sick women and children were not listed).

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Tuberculosis and other respiratory issues were a major problem, possibly exacerbated by high local humidity (about double that of the Pribilof Islands). Infants and the elderly bore the brunt of illness and death. TB patients were sometimes sent to the hospital in Juneau, but flu and measles cases were ministered to mainly by F&WS staff. There were occasional visits from a doctor whose duties were split between multiple camps all over Southeast Alaska. When the doctor did visit he would only attend one camp at Funter, sick residents at the other camp had to be brought to him. An interview excerpt in Charles Mobley’s report notes that residents also became sick from eating unfamiliar foods such as out-of-season shellfish.

Within a few months of arrival at Funter Bay, it was already necessary to construct a cemetery. This was sited in the woods near the cannery. Thirty-two internees died at the Funter Bay camps or in Juneau hospitals. There are about 23 graves at the site, others are buried in Juneau.
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Note: If you are visiting the cemetery at Funter Bay, the best trail is on the right side of the beach, below the area of new growth trees. There is no access from the left side or middle of the cove. Please be respectful of the site, and of adjacent private property (all of the cleared area behind the beach is private). The cemetery is still visited and maintained by the families of those buried here.

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Islanders were allowed to return to their homes in 1945, two years after the Japanese had withdrawn from the Aleutians. The experience of Aleut internees in Southeast Alaska led to greater independence and less government control of their home islands, and eventual lawsuits and reparations for the government’s mishandling of the evacuation.


Funter Bay Mystery Engine Part II

June 27, 2013

Funter Bay resident Gordon Harrison sent me some additional photos of the mystery engine at the cannery. He has marked it with a steel pipe and buoy so it’s more visible to boaters, being located close to the dock it’s something of a hazard to navigation.

Gordon - Engine 1

Gordon - Engine 2

Looking closely, it seems there are two cylinders and maybe two valve chests (one on each end). There also seems to be a round flywheel and rectangular tank at the base of the engine, with a pipe leading to the tank, although it’s hard to tell what’s metal and what’s rock under all the kelp and barnacles!

If anyone happens to recognize the specific type, model, or even just approximate age of this engine, I would love to hear about it! John Taubeneck reports that it looks like a “Fore & Aft” compound design.

As mentioned, I’m not sure if the engine reached its current home via a sunken boat at the cannery wharf, or if it was used or stored on the wharf and fell through as the structure rotted. Aside from potential salvage, there was another reason that engines and other equipment were sometimes moved around: Even if obsolete for propulsion, a big chunk of cast iron makes a nice anchor for a mooring buoy! Someone could tie a raft of logs to part of a wreck, float if off at high tide, and then drop it where they wanted to moor their boat. Various things around the bay probably are or were tied to rusty engines on the bottom. Maybe this one was in transit and got left where it now sits?

Here’s a diagram of a steamboat boiler and engine layout from around 1905:

(From Rankin Kennedy, Modern Engines, Vol V via Wikimedia commons).

On a side note, in the background of the 2nd picture above, you can see the small yellow sailboat that my sister used to have (now owned by Del Carnes), I had previously put some photos of it on my project page.

Coincidentally, I happened to be in the Lake Tahoe area last week, and stopped at the Tallac Historic Site. They happened to have a compound engine from a local steam boat, laid out on display with drive shaft and propeller. The valve chests and support frame look a little different, but this shows how such an engine would have been set up.

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This engine and drive train came from the steamer Tod Goodwin, which operated on Lake Tahoe from 1884 to 1898. More information is available in this book.

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Funter Bay History: Mystery Engine

June 13, 2013

While digging through my photos I came across one showing a mysterious piece of machinery in Funter Bay. That’s me standing on top of it, I’m going to guess it’s around the year 2000.

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After visiting the Lake Superior Marine Museum in Duluth (actually for the 3rd or 4th time, it’s great!) I realized that this thing looks a lot like a compound marine steam engine. Some examples are here. Unfortunately I don’t seem to have any other photos of this one.

This thing is only visible at extreme low-water (a minus tide), at other times it is mostly submerged. It lies off the former end of the pier at the Funter Bay cannery, leading me to believe that it’s either from a sunken fish trap tender, or equipment which was mounted on the pier at the cannery.I do not recall seeing obvious boat wreckage around the engine, but things decay so fast underwater that any wood is likely long gone, and any metal is mixed in with general trash and debris from the cannery, making it harder to identify. Large ships are shown docking at the cannery pier in the 1940s, so it’s unlikely that anything sank and was left there prior to that time. The engine and any remaining hull structure would have been a hazard at low tide.

The pier-mounted origin seems a little far fetched, the cannery mostly used mechanical power take-offs from large low-horsepower gas engines, so why would they have a steam engine mounted on their dock? The main dock-end equipment would have been a “Fish Elevator” (basically a conveyor belt) to unload salmon from scows. This image is labeled “Funter Bay… Indians Pitching Fish in Elevator”. This image shows another view of such an elevator, as does this one. This photo shows the upper end of a fish elevator, obviously powered by overhead pulleys and belt drives (as was most of the cannery equipment at Funter). I would not expect a steam engine to be used just for the elevator (and in fact, the elevator seems to have been in a different building from the spot where the steam engine lies).

Cannery site ca 2008, with steam engine circled in red:
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From the Alaska Shorezone Mapping project.

The same location in 1948, approximately at the end of the cannery pier:
1948

Cannery pier in 1907 showing tender tied up about where the engine is now, and the fish elevator with scows docked next to it.
1907

The cannery area in 1979, showing how the buildings had begun collapsing (there’s not as much structure overhanging the bay as there was in ’48). Approximate steam engine location is circled: 1979

Another explanation could be that this was salvaged from a wrecked cannery tender elsewhere, left on the pier when the cannery was abandoned, and fell into the water when the structure started collapsing around the late 1950s/early 1960s. If so, it’s surprising that it landed basically upright. A candidate for this possible origin could be the mystery wreck on Highwater Island, which seems to have had a boiler but has no sign of an engine. It could also have been removed from a tender during a refit to gas or diesel, and left lying around on the pier, but this seems like a stretch as well (it would be more likely they would have refitted in a marine yard in Seattle or Astoria, the Anna Barron is sometimes mentioned in publications like Pacific Motorboat as undergoing maintenance in Astoria.

None of the cannery tenders that I’ve previously discussed seem to match. Of the original T.P. Co. boats I know of, only the Anna Barron and the Buster had steam engines, Buster‘s was replaced with a gas engine prior to 1926. The captain of the Anna Barron was reported as saying the vessel could be raised, but I am not sure if they salvaged the engine or anything else from it. (Oddly, this document gives a different story of the Anna Barron‘s sinking than this page, which I previously quoted, although both seem to be using similar source documents. The BOEM page seems to be saying Albert Michaelsen was the captain (vs George Black), that they were coming from Hoonah (vs Funter), that the engine head burst, and that the vessel drifted towards Point Howard before grounding at Pt. Ainsley, and the crew swam 20ft to shore).

Later cannery owner P.E. Harris Co had quite a few boats, in 1956 these included the Amelie, Cape Douglas, Health, Jim B, Kathy B, Marina G, Morzhovoi, Norse Maid, Orcas, Thrasher, Trojan, Glasenap, Izembek, Fairweather, Moha, Pat B, and Seakist.  However, none of these seem to be steam-powered (steam was largely obsolete by the mid 20th century). By 1962 the company had become Peter Pan Seafoods, and vessels included the Carmen B, Denis N, Dream Girl, Mariner, Reliance, Alf, and Western Sea. Again, none of these appear to be steam powered.

At this point I’m still stumped on both those mysteries (what boat sank at Highwater Island, and what boat (if any) was the source of the compound steam engine at the cannery?

If anyone reading this knows steam engines or has any ideas for tracking down these mysteries, please let me know! You can leave a comment below, or email me at gabe<at>saveitforparts<dot>com.


Funter Bay History: Scow Bay Part II

June 10, 2013

I realized that I have a large number of photos from Scow Bay, so I’ve decided to follow up on one of my earliest Funter Bay History posts with more information on that location.

Scow Bay is one of the few parts of Funter Bay history that are publicly accessible. This side of the bay lies within the Funter Bay State Marine Park. Again, please note that the adjacent former cannery site is mostly private property. Also note that the Scow Bay area features extensive tide flats, keep an eye on the tides if you plan to land a boat here, or you may find it high and dry!

Slipway pilings at Scow Bay:
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The name of one of the scows, which were large enough to require official documentation as Merchant Vessels:
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From the 1965 Merchant Vessel Registry on the above scow:

A.P.F. No 22 (wood) Barge, No 168899. 41tons gross/net. 61.1ft long, 18ft breadth, 4.4ft depth. Built 1924 in Houghton, WA for freight service. Owned by P.E. Harris Inc of Washington, home port Juneau.

The carved “H” seems to have slipped in between the P and F sometime after the official numbering, I’m not sure what it means. The other scows had equally imaginative names, like the No 19, No 20, etc.

Here are some more views of these scows in operation in 1908. The wooden boards surrounding the top would have increased their load capacity:
Funter Bay Cannery2 1908
Courtesy of the Alaska State Library, William R Norton collection, P226-446

scows2
Courtesy of the Alaska State Library, William R Norton collection, P226-445

Two more views of the slipways, you can see some of the remaining top rails on the right, now home to small gardens of saplings:
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Here is a diagram of the scow slipways from a cannery of similar vintage. Typically there would be one main ramp leading from the water up to the woods above high-tide, and then scows would be pulled sideways onto parallel tracks for storage. At Funter they seem to have had multiple parallel tracks to the water, rather than side-tracks.

scow survey

Some of the collapsed top-rails that made up the storage tracks of the slipways, and one of the braided steel cables running back to the winch engine:
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A spool that would have held steel cable (also known as an Alaskan patio table!):
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Parallel rows of pilings leading from tideflats to the woods:
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Closeup of a scow hull. The red paint was probably a copper-based anti-fouling bottom paint (to prevent barnacles and other marine life from growing on the wood):
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This picture shows how the scows have rotted into and through the rails they once sat on. In some cases, the pilings that held up the rails are now poking up through the rotten wooden hulls. A scow (on the left) has settled to ground level, while a rail is seen falling off its posts on the right:
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That’s it for now!


Funter Bay History: Assorted Cannery Things

May 24, 2013

During my research on Funter Bay, I’ve come across a few bits and pieces that slipped through the cracks of earlier posts. Rather than going back and shoehorning them in, I figured I’d combine some of them into a mini-update. I’ll probably have more of these as more stuff shows up.

Here is a can of Peasant Brand pink salmon, packed at Funter Bay around 1909. This was found in an attic. Much thanks to Brian Mahaney for giving me permission to post his photos! His flickr page can be found here.
Peasant Can 1 medium Peasant Can 2 medium

Note that the label art has changed slightly since the 1906 trademark filing (mentioned in an earlier post):
Peasant Brand 1906

An advertisement for the Thlinket Packing Co’s brands from 1906, which appeared in various magazines such as Pacific Fisherman:

ad 1909

An advertisement from 1918, only slightly changed from the above:TP Co Ad 1918

As posted before, here is the 1907 can label for the “Buster” Brand, featuring Cannery owner Barron’s son Robert:
busterbrand

By the 1950s, the new owners (P.E. Harris Co) were still carrying the Buster brand, but the label had changed (Red, often with blue, seems to have been the standard color for most canned salmon of that time period:
Buster1950s

The Suwanee brand seems to have gone to the New England Packing Co. Here’s a mid-century example of that label.

Here’s a great write-up on Alaska salmon cans, from the Alaska State Musem.

Moving away from cans and back to land ownership, below is an early draft of the survey for J. T. Barron’s “Mining Claim”. In 1901 he already had a water line and pipe at the property which was to become the cannery. He also had a small “Open Cut” prospect which was the basis of the mineral claim (although as mentioned, no actual mining was ever done).
1901 Irvington

And finally, here are some more bits and pieces of Funter cannery trivia:

The cannery tender Anna Barron had a new tail shaft (prop shaft) installed in August of 1916. James Murphy was the chief engineer on the steamer.

A 1918 news article reported that the first “C-O Engine” (Crude Oil engine) in Alaska had been installed in the cannery tender Barron F of Funter Bay. C-O engines predated diesel and could run on anything from used motor oil to butter!  More on the Barron F is here.

The cannery tender Fairweather, belonging to the P.E. Harris Co, sank at Cordwood Creek on July 18, 1930. Captain C. Nesset was in command, but one of the deckhands was steering, and the vessel hit a rock when he fell asleep at the wheel. Captain J.V. Davis refloated the vessel and towed it to Funter Bay for repairs the next day. (P.E. Harris bought the Funter Bay cannery in 1941).

The Anna Barron rammed the tug Henry Finch while docking at Douglas near midnight on July 22, 1930. There was some damage to the tug.

A 1932 report mentioned that there were two canneries at Funter Bay. They may have been referring to the fish buying station as a cannery, or they could have meant the saltery.


Funter Bay History – Water & Hydropower

May 22, 2013

The availability of water often determined where an industry (such as a mill or cannery) was located. It also determined when the industry could operate. If streams were frozen, the boilers and water turbines could not run. Canneries needed large amounts of water for the packing and cleaning processes. Mines needed water for milling operations. In an era of wood buildings and few safety regulations, water was vital for fire protection. Fortunately for these industries, Southeast Alaska has a more than adequate supply of “liquid sunshine”, and water is usually plentiful year-round (it rains more than it snows in the winter). Storage of water ensured that supplies were consistent during the few dry periods. Several sources mention that the Funter Bay cannery closed around 1931 due to a lack of water. Photos and documents show operations at the cannery into the mid-1950s, but these could have been non-packing activities like trap maintenance.

Below is the base of a large wooden water tank at the cannery:

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Another water tank, this one elevated in a wooden tower to provide pressure. I believe this tower was for tap water at cannery residences, it was located between the Superintendent’s house, the Watchman’s house, and the Guest house (I’ve also heard the Guest House referred to as a school).

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I remember when the front of the tower still had stairs on it, that you could walk up without falling through… I’m actually wondering how much is left of the tower today, it’s been a few years since these photos were taken.

The tank is labeled as “Pump House” on the 1964 map. It probably had a pump to raise water into the tank.

closeup2

Probably one of the first bathtubs in Funter Bay! Salvaged from the Superintendent’s house (which was half-collapsed by the 1970s), this found a new life in our bathroom:

Bathtub

A smaller cistern (basically a buried wooden barrel). In swampy muskeg these could be (and still are) used as collection points and filters, just bury a drum with some holes in it, and run a pipe out:

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The cannery was not located directly on a stream, so the tanks were supplied by a network of ditches, small dams, and pipes. Below is an example of a simple wood stave dam near the cannery, made from locally-cut timber:

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A ditch at the cannery. This may actually have been a drainage ditch to get rid of excess water, all the rain could make the ground mushy and damage foundations (note the rusty metal pipe bisecting the ditch):

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Several cannery pipelines were made from redwood staves. Redwood is a naturally rot-resistant timber that was cheaper and held up much better than steel in the rainforest (you can still find salvaged redwood pipes in use for gutters and drains around the bay!). One of these pipelines ran for over a mile, reaching Nimrod Creek near a muskeg known as Pipeline Meadow. The pipes were constructed of four redwood pieces slotted together, and banded with steel wire to hold them together. You can find these pipes all through the woods, in many cases the steel banding has rusted away, but the pipes are still watertight! Apparently this type of pipe is still made, and in all sizes. Until I started researching it, I had assumed it was a historical curiosity.

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A cutaway section of redwood pipe. Note how there is some slight surface rot, but the interior of the pipe looks brand new:

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Water Power:

In addition to supplying boilers, canning systems, kitchens, baths, etc, water was also used directly to generate power in several places. At the base of Mount Robert Barron is a large Pelton wheel, driving an air compressor and electric generator to charge battery-powered mine locomotives. Water was collected in ditches from a bench partway up the mountain, and funneled into a pipeline dropping steeply down the side.

The 1917 Territorial Mine Inspector’s Report states that the compressor house was constructed between July and December of that year. 307 feet of 22-inch steel pipe, 185 feet of 10-inch, 300 feet of 8-inch, and 300 feet of 6-inch pipe were laid to furnish power to the compressor, a 24x18x14 Chicago Pneumatic unit rated at 1400 cubic feet, with a 5-inch Pelton wheel. In 1919 it was reported that the compressor was powered by a 6-inch stream of water with 500ft of head, and could run 12 pneumatic drills.

Below is the Pelton wheel:

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This compressor ran air tools and supplied fresh air to mine workings. Below, you can see the incoming water pipe (upper right), flywheel with belt from the Pelton wheel, compressor piston (lower center), and compressed air pipe (right side).

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Compressor with slightly more of the surrounding building intact, when I was younger:
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Here’s a video of an old Pelton Wheel in action.

Here’s one of the tools powered by compressed air, a jackleg mining drill: IMG_1360

Hydropower is still a very efficient and environmentally friendly way of generating power in Southeast Alaska. Most of Juneau’s electricity comes from several hydropower plants (including a few originally built to serve mines in the area). Small hydro turbines supply power to cabins and homes in the area as well.

There have occasionally been studies to determine a reliable year-round power supply for industry at Funter Bay. In the 1930s there were some proposals to build a hydroelectric plant at Lake Kathleen, 30 miles south of Funter Bay, and run powerlines to the mines at Funter (Philip Smith, Metal Industry of Alaska in 1933)

A 1979 study by the Army Corps of Engineers examined Funter Bay and several other SE communities for hydroelectric potential. The study does not seem to have been done with much rigor or serious effort, as the authors note they merely “flew over” some of the potential sites, and then apparently drew some maps based on wishful thinking (for example, they seem to hope that the Dano Mine’s long-abandoned road could be re-used for access to a power plant). Actually, this study may have had more thought put into it than Juneau’s water supply, which operates on the technique of “plug up some mine tunnels and drink what leaks out“, and seems to still be planned and designed mainly on bar napkins. Eventually the USACE study got around to realizing that existing diesel generators were cheaper for tiny communities like Funter, compared to the cost of building and maintaining a dam, power plant, and power lines (Funter Bay is listed in the study has having a year-round population of 14, and a seasonal population of 25).

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