A MODEL MAKER DOES HIS MOSQUITO RESEARCH

The S.S. Bailey Gatzert was an important sternwheelin' gal who caught our attention and yours with a lengthy post in 2016. Her looks also caught the attention of the skilled craftsman, Ralph Hitchcock, who has written below about the requirements needed to see her fine lines come to life again.

S.S. BAILEY GATZERT
Built by the J.J. Holland Yard, 
Ballard, Washington & launched in 1890.
Her first master was Capt. George Hill.
Out of service in 1925.
Original photo from the archives of the
Saltwater People Historical Society©

"The sternwheeler Bailey Gatzert was a very historic vessel known around the nation. She so impressed the author that a special file of information was started over 30 years ago with additions being made from time to time. She was certainly a mosquito fleet vessel of special interest.
      The Bailey Gatzert was built in Ballard in 1890 for the Seattle Steam Navigation & Transportation Company. Her registered dimensions were 177.3' x 32.3' x 8'. These remained her dimensions until 1907. Her steam machinery was supplied by James Ross & Sons, Pittsburgh, Pennsylvania. The popper valve engines were 22" diameter by 84" stroke. She was non-condensing. It is assumed that her boiler was built in the Pacific Northwest.
      The Gatzert operated on the Seattle-Tacoma-Olympia run until 1892, when she was acquired by the Columbia River & Puget Sound Navigation Co and transferred to the Columbia. There she engaged in the excursion trade until 1895 and then operated on the Portland-Astoria run.
      Apparently, her hull became unserviceable, for in 1907 a decision was made to build a new hull and to transfer the passenger cabin, texas, and pilothouse, from the old hull to the new. According to The H.W. McCurdy Marine History of the Pacific Northwest, the engines were transferred to the Gatzert from the Telephone at the time of her rebuild. The hull design was by J.H. Johnson, whose Portland shipyard built the new hull. The new registered dimensions were 194.3' x 32.8-ft x 8'.
      Many photographs show the second Bailey Gatzert running excursions to the Cascade Locks after the 1907 rebuild. No specific reference has been found stating that she ran from Portland to Astoria, but it seems likely that she did.
      In 1917 the Gatzert was purchased by the Navy Yard route affiliate of the Puget Sound Navigation Co, and in 1918 she was towed by the tug Wallula to Puget Sound where she served on the Seattle-Bremerton run starting 18 April 1918. In 1920 she was sponsoned out for additional hull stability, and an elevator was installed on her forward deck, allowing her to carry 30 cars of that day. She was the first car ferry on the Seattle-Bremerton run.
      In 1922 the Gatzert was stripped of her machinery. In 1926 she was taken over by the Lake Union Drydock & Machine Works in Seattle and converted into a floating ways and machine shop. At that time her hull was found to be well-preserved.
      The Bailey Gatzert was a fast sternwheeler. She participated in races on Puget Sound with the Greyhound and the T.J. Potter. The "hound" won two, the Gatzert a third. In the two races with the Potter, each vessel won one race. According to the Railway and Marine News of October 1909, though they never raced against each other, the Hassalo, Telephone (number 2), and Bailey Gatzert were the fastest sternwheelers on the Columbia. The same article quotes Mr. Marcus Talbot, general manager of the Alaska Pacific Steamship Company, as saying, 'The Gatzert is the fastest sternwheeler in the world.'

      Surely such a historic and photogenic vessel deserves to be presented to posterity by an accurate and representative model. However, such a model must be preceded by precise scale drawings showing all external details just as they were on the original vessel. Experience dictates such a procedure. The author prepared detailed drawings to the scale of 1/4" - 1'0" before building models of the Flyer, North Pacific, and J.M. White. The first two of these are in the Washington State Historical Museum in Tacoma, the latter in the Smithsonian Museum in Washington, D.C. It is interesting to note that 150 detail drawings were prepared and needed to construct the J.M. White model.
      Drawings for the Bailey Gatzert are well underway. One very fortunate basis for these drawings is a drawing of the new (1907) hull for the Gatzert prepared by John H. Johnson, builder of the new hull. The photocopy of this drawing was procured recently from the Oregon Historical Society. As usual, detailed photographs are indispensable to such work. Photos being used for the Gatzert model drawings include twelve from the PSMHS Williamson Collection, eight from the Oregon Historical Society's files, one each from Bill Somers and Bert Giles, as well as numerous photo reproductions from books.
      It is expected that the Gatzert model drawings will be completed by the time this article is in print. Thus a model of the Gatzert could be initiated in 1989 and presented to PSMHS upon completion. The author solicits proposals from one or more experienced model builders to proceed with the Bailey Gatzert model."
      Words by Ralph Hitchcock. The Sea Chest, published by the Puget Sound Maritime Historical Society. Seattle, WA.

And the Bailey Gatzert model was completed
by Ralph Hitchcock.
Is this the one he built and but do you know
of her whereabouts? 
Tap image to enlarge.
This photo is dated March 1995.
Original photograph from the archives of the 
Saltwater People Historical Society©

      

FOUR-MASTED SCHOONER SCOTTISH LADY, San Juan Island 1942

Teak figurehead of the Scottish Lady,
 (ex-La Escocesa,
ex-Coalinga, ex- Star of Chile,
ex-Roche Harbor Lime Transport)
1868-1960
202' x 34.2' x 21.8'
1,001 tons
Iron 3-master
Site: Roche Harbor, San Juan Island, WA.
Dated 1942.
The vessel ashore in the background
is the 50-ft steam tug Roche Harbor,
built in Tacoma in 1888. With a crew of 4
she did a lot of heavy work for the
Roche Harbor Lime Company.
Original photo from the archives of the 
Saltwater People Historical Society©

"When the four-masted schooner Scottish Lady, like a nautical phantom out of the past, spreads her sails to the winds of the Pacific and begins a voyage halfway around the world, the picturesque vessel will have a golden figurehead under her bowsprit.
      In a Pacific coast shipyard, where the old windjammer, which sailed as a proud unit of the fleet of the Alaska Packers Association, is being converted from a three-masted bark to a four-masted schooner, the teak wood figurehead has been lifted to the deck of the vessel and will be covered with gold leaf before it is returned to the bow of the ship.
      Built in Dundee, Scotland, in 1868, as the La Escocesa, the vessel became the Coalinga and after her purchase by the APA, was renamed the Star of Chile. Now she has been christened Scottish Lady.
      For ten years, the vessel was ideal at Roche Harbor where she was moored in a setting framed in trees and foliage. 

Roche Harbor Lime Kilns,
San Juan Island, San Juan Archipelago, WA. 
Schooner Scottish Lady at the dock.
Tap image to enlarge.
Original photo from the archives of the 
Saltwater People Historical Society©
Photograph by Brady. Undated.

Then came the demand for ship tonnage resulting from the war and she was towed to a shipyard to be made ready for sea. Her heavy iron hull, built in Dundee, was found to be five-eighths of an inch thick.

      A.B. McCollum, a Chicago businessman, is the new owner of the old windjammer. He was represented in the purchase of the vessel from the Roche Harbor Lime Co by H.F. Mowry, shipbroker of Newport Beach, CA.
      The Scottish Lady will be taken to sea by Captain John Bertonccini of Seattle, who sailed the ocean lanes before he was 12 years old and survived fourteen ship accidents.
      Captain Bertonccini has had some narrow escapes, but his ship always made port. In 1921 he and his two-man crew drifted for 39 days in the cargo and fishing vessel Baldy which became disabled at sea. The crankshaft of the 57-ft vessel broke while she was 500 miles south of Unimak Pass, AK, leaving her at the mercy of wind and wave.
      The Baldy was sighted by the N.Y.K liner Heian Maru, which notified the Coast Guard by wireless at Capt. Bertonccini's request. A Coast Guard cutter was unable to find the helpless vessel, but the steamship Yaquina sighted the Baldy and again notified the USCG. A cutter was sent to the vessel and towed her into Grays Harbor. The Baldy was repaired and returned to service.
      'I was in the motorship when she burned 500 miles south of Unimak Pass, AK,' said Capt. Bertonccini as he paused from his work on ship tackle aboard the Scottish Lady. 'The Kamchatka was on a fur-trading cruise for Hibbard & Swenson of Seattle. We were 86 hours n a motor launch and finally reached Unga, AK, where we spent two weeks. The Catherine D, of the Pacific American Fisheries took us to Bellingham. I was on the ship Santa Clara for eight years and two years in the Star of Alaska, windjammers sailing in the Alaska cannery trade for the APA. This ship, the Scottish Lady, was the Star of Chile of the APA at that time, sailing out of San Francisco to the Alaska canneries.'
      Captain Bertonccini, a hard-working skipper who dons old clothes and toils long hours getting his ship ready for sea, was born in Sweden of an Italian father and a Swedish mother. He first went to sea in 1884 in the Swedish brig Anna, sailing out of Stockholm."
      The Seattle Times featured several articles about this vessel during the early 1940s. The above is dated Feb. 1942.
      The Scottish Lady had her beautiful figurehead tucked away in the safety of a warehouse in Seattle, when she was undergoing a refit. Owner McCollum planned to return the carving to the bow of the old ship when she again voyaged the sea lanes under sail. Before her planned blue water sailing the government requisitioned her to serve as a barge for hauling supplies to Alaska for the Alcan highway, in June 1942. Did the figurehead survive? (See the update below by H.H. Huycke.)

Below is an early photograph with the Star of Chile stranded in the ice, still in her youth in 1918.

STAR OF CHILE,
with early rig of three masts, 
inscribed as stranded in the ice of the Bering Sea.
Rescued by the USS Roosevelt in June 1918. 
Tap image to enlarge.
Original photograph from the 
Saltwater People Historical Society©

1947:

History of the Scottish Lady was published in the American Neptune in 1947, Vol. 7, No.4. written by the late mariner/historian/author Captain Harold D. Huycke. He extends thanks to Rick James and Bruce Lundin for good assistance in documenting the final segment of the old ship's history. In 2002, the captain submitted the history to The Sea Chest journal, June 2002, (13 pages) a membership publication under the Puget Sound Maritime Society, Seattle. Lots of "bio" of that lady can be viewed there. 

      At that time Scottish Lady was laid up in the lower end of Lake Washington, apparently still owned by Mr. A.B. McCollum of Newport Beach, CA. For the previous five and subsequent seven years, she lay idle, tied to stumps on the lakeshore. 

      "Very little attention was given to Scottish Lady during those postwar years. A moving-picture company in Southern California made inquiries, but they wanted a 'bark' and not a schooner.

      Negotiations were established between Karl Kortum, the director of the San Francisco Maritime Museum, and Mr. McCollum for the acquisition of the fo'c's'le-head capstan and a few other significant, removable items. On 4 September 1954, a work party consisting of Walter Taylor, Gordon Jones, Ed Kennell, Kenny Glasgow, Karl Kortum, and I boarded the schooner Gracie S in Portage Bay and motored down to Kennydale and boarded Scottish Lady. The capstan had originally been fitted to the old down-easter Tacoma, one of the Alaska Packers cannery ships, but in years gone by it had been shifted to Star of Chile. Now it was heading home to the Maritime Museum in San Francisco.
      It was a day's work removing the capstan in sections, unbolting the foundation from the deck, and hoisting it aboard Gracie S.

      Sometime during this period, the figurehead was also acquired by the San Francisco Maritime Museum and shipped to San Francisco. The new sails, cut and manufactured in 1941-42, have not been traced.

1954: The ship was sold to Vancouver Tug and Barge Co of Vancouver and towed out of Lake Washington bound for a shipyard in British Columbia.

1955: Scottish Lady made one appearance in Puget Sound late in this year. She tied up in Duwamish River, but no further details were recorded of her cargo, coming or going."

An incomplete listing of past officers and crew:

David Evans, master, and son D.T. Evans, chief mate.

Olaf C. Olsen, master

Charles Hasse, master

Carl Peterson, master

John Bertonccini, master

Bob Fulton, master

LEAVING HOME ON THE MAILBOAT

Mailboat M.V. CHICKAWANA
Arriving Orcas Island, WA.
Click image to enlarge.
Original photo from the archives of 
the Saltwater People Historical Society©
Photograph by Mr. Geoghagen of Orcas Island.

Chickawana in 1933.

"I had lived above the bay since childhood and was familiar with its beaches and nearby islands, but I never had to venture farther than could be seen from the tallest hill in the city.
      That was to change, however, when I first met the Chickawana, a mailboat that served the San Juan Islands in the 1930s.
      It was early on a cool misty morning in September when we arrived at the dock where she waited.
      She was due to sail at seven, and while we waited, I watched in fascination as the freight and produce were loaded, swinging beneath the tall derrick to be deposited on the deck to the hoarse commands of the deckhand.
      I studied the Chickawana, a typical mailboat of the time. Thirty-five feet long with an open deck behind the wheelhouse in the bow, she carried a crew of three.
      Other than a covered engine well in the center of the deck the only part below decks was the low-ceilinged passenger cabin, lined with benches below the portholes, entered by a short stairway at the stern.
      Since there were no other passengers that morning I would occupy it by myself until, getting bored, I ventured forth to view the scenery and visit the crew on the bridge.
      Eventually, all was in order and I made my way across the gangplank, which was then hauled aboard.
      Lines were cast off, the boat gave a shrill whistle, and we were underway. It would be the first time in my 19 years to live away from home.
      The Chickawana plied the Sound between Bellingham and the San Juan Islands, making three round trips weekly and laying over each second night in Friday Harbor.
      My destination was the next to the last stop, which would take seven hours to reach as we sailed into inlets and harbors among the islands, delivering and picking up freight and mail and an occasional passenger.
      Some of the ports of call were indistinguishable villages above a single dock, but the names linger in my memory like a litany: Eastsound, West Sound, Orcas, Deer Harbor, Roche Harbor. All in exquisite settings.
      Eventually, we rounded a small island and entered beautiful little Prevost Bay, in the most northwesterly corner of the contiguous US.
      As the motors slowed and we drifted up to the dock I could see a small group of curious strangers, some of the thirty-odd residents of Stuart Island who had come to see the new schoolteacher.
      The landing was without incident for the tide must have been just right so that the 
gangplank reached across to the level of the dock.
      If the boat lay a few feet below the dock I might have to perch precariously on the rail and be helped across the narrow gap, clutching strong hands extended for support.
      If the tide was completely out the gangplank could be laid from the roof of the wheelhouse, but I had to clamber up there to get it.
      Sometimes I started the trip in the passenger cabin but was careful not to be caught there after the time we carried a young heifer to one of the islands.
      I watched her being lowered to the deck, her legs dangling below the sling, until she was set down on the slippery surface where her hooves tended to slide out from under her.
      It must have been a frightening experience, for she responded during the long hours by making frequent and copious deposits that spread from port to starboard.
      I was unaware of this state of affairs until I came up on deck and found my way completely cut off.
      I was held hostage below until we reached the port where the cow was to be delivered and the crew had sluiced the deck clean enough to walk on.
      I imagine the Chickawana was old in 1933, and probably she has retired now for many years, but she will always have a special place in my memory."
      Words by Esther R. Ditmer. Guest column Friday Harbor Journal, 8 February 1987.

The Chickawana was lost to fire in 1948.

 

HENRY T. CAYOU, "A Builder of Good Faith and Friendship"

HENRY THOMAS CAYOU
Deer Harbor, Orcas Island,
San Juan Archipelago, WA.
From the archives of the
Saltwater People Historical Society©
Click image to enlarge.
 A gift from Cliff Thompson,
retired mariner of Deer Harbor, Orcas Island, WA.

The name Cayou, belonging to a long-time San Juan county resident, has been nominated to the Washington State Board of Geographical Names as a more deserving person to represent the name of the body of water between Orcas Island and Shaw Island, long on the charts as Harney Channel.
      Petitions have been signed and the application made with good words of the success in the life of Henry T. Cayou (ca. 1869-1959). Much emphasis has been made on his fishing career from the age of nine, reefnetting at Flat Point while learning from his uncle Pel Ell, and then his pioneering of trap fishing. He always remained an independent operator of his traps.
      But his life could be judged more noteworthy for his dedication to  serving his community. Mr. Cayou was a San Juan County commissioner for at least 27 years, a long-serving trustee of Orcas Power and Light Company since its founding, and an Orcas Island School board trustee for 33 years, as he stated on his business card. 
      Henry Cayou spoke to members of the Orcas Island Historical Society in 1953 and among other things he told of how he engaged in the island's first agricultural enterprise. The Cayou family grew strawberries and Henry recalled that when they ripened he loaded them into a dugout canoe and set out for Vancouver Island, B.C., about 12 miles north of Victoria to find a buyer. The berries were served on Victoria tables in honor of the Queen's birth anniversary.
      It has been noted recently that he had traveled the channel many times in his lifetime. Actually, it could be said he "survived" the channel in a Christmas Day storm of 1896. He and his wife, baby, and other family members were capsized in a gale off Point Hudson when sailing to Decatur Island for Christmas dinner. Cayou held his baby's head above the cold water until help reached them clinging to the overturned vessel. Lee Wakefield and George Fowler of pioneer Shaw Island families pulled hard on their oars and managed to get all the wet mariners safely back to the Orcas landing.
      The last paragraph is sourced from "Almost Fatal Accident," 
the Islander newspaper of January 1896.
Archived by Saltwater People Historical Society

❖        ❖        ❖

"Captain Henry T. Cayou [ca. 1869-1959] was born at Deer Harbor on Orcas Island, where he has built a beautiful waterfront home which is to be the sanctuary of his and Mrs. Cayou’s declining years.

      In the early days when Henry was a young man, he was successful in the fishing game (as he called it,) which eventually developed into an industry of no mean proportions. Being on the ground floor with the coming of the fish traps, Henry secured a pile-driver outfit and tugboats and went about the business of building fish traps for himself, and also for many others.

      He also was a wharf builder, contracting for many of the wharves in and around the San Juan Islands. There were individuals and a small group of home folks in the islands who could ill afford a wharf or boat landing and were forced to use rowboats to meet the mail and freight steamers. By seeing their need and supplying it, furnishing the materials and building them wharves for a nominal sum, then letting them pay for them if and whenever they could. Henry was a builder of good faith and friendship.
      Henry nearly lost his life in an explosion aboard his boat, the Standard, several years ago, which slowed him down for a few tides.
      

Cannery and trap tender, the STANDARD
In for repair after the explosion in Mar. 1911..
Click image to enlarge.
Digital image from J.R. Paterson.
Williamson Collection; Neg. # 839.

MARY C.
Steam tug built on Decatur Island. 
Oil painting donated to the
Saltwater People Historical Society
by retired mariner/historian, J. Robin Paterson.

FEARLESS
210192
80-ft L x 17.4-ft B x 8-ft D
Built by Wm. H.F. Reid, 1912,
Decatur Island, WA.
For Henry T. Cayou,
Source: Master Carpenter Certificate, on file.
from the National Archives, Seattle, WA.

Yacht BUFFALO
 Built Reed Shipyard, Decatur Island, WA.
Location here, Eastsound, Orcas Island, WA.
From the archives of the
Saltwater People Historical Society©

Trap and cannery tender
SALMONERO 
201957
54.4-ft x 11.3-ft x 4.3-ft D
Launched 1905.
One-time owner, Henry T. Cayou
Original photo from the archives 
of the Saltwater People Historical Society©

At one time he and the late Billy Reed [brothers-in-law] built the Decatur Shipyard and owned jointly the following boats: Osprey, Skiddoo, Standard, Helen T, Fearless, and the 78-ft steam tug Mary C, which passed into the hands of the American Tugboat Company and was operated by them for many years. Captain Cayou owned the Hillside and later purchased the Salmonero, better known as the Sammy, later selling her to the San Juan Fish Co. She is now doing duty at Bristol Bay, Alaska.

Henry has always been very active both in business and social life, always ready to help a neighbor, and that means anyone in the San Juan group of 172 islands. “They are all my good neighbors,” he has been heard to remark many times. In case of sickness, death, or pleasure he was always ready to go, and if it were not possible for him to go personally, he would send his boat to make the rush trip for the doctor, and for many years the nearest doctor was at Friday Harbor.

      He is an expert navigator and can hit the center of any channel in the islands in a dense fog—one of those pilots who can run up to a dock in such a heavy fog that you can’t see a thing. They tell the story of how one day in a regular pea-soup fog, “Cap” Cayou stopped his boat and shouted to the deckhand to make fast. The bewildered deckhand shouted back, “Yes, sir, but where’s the dock?” To which “Cap” replied, “Put out your hand there, me lad, and you’ll feel it.”
      He is also an expert on tides and always takes advantage of them. One day he was watching two of the crew on one of his boats, with a tow, bucking the tide and making no headway. He stood and watched them for a while and was heard to remark, “If those lads would only feel around a little they would find some water they could travel in.”
      A school director for 33 years and County commissioner for 26, Cayou is president of the Orcas Power & Light Co, a position he has held since its formation in 1937. With all his interests he has never neglected any of these and makes frequent trips to his home at Deer Harbor during the fishing season each summer and fall.
      For a number of years, he was outside manager for the Columbia River Packing Co., at Point Roberts, in charge of the construction and operation of their fish traps. At one time he owned an interest in the George and Barker Packing Co. of Point Roberts. As it is impossible for Henry to be satisfied away from the fish industry and his boats, he moved some of his equipment to the Columbia River about four years ago, where he put in some gear and is supplying the Columbia River Packing Company during the packing season.

A set of reefnet gear moved to this more
southern location for a brief visit  
on the Columbia River.
Click image to enlarge.
Original photo from the 
Saltwater People Historical Society©

He and Mrs. Cayou make their home at present in Columbia City, OR, where you will find him ever on the alert to help someone who is less fortunate than himself.”

Pacific Motorboat, September 1943.
From: Saltwater People Historical Society archives.
https://saltwaterpeoplehistoricalsociety.blogspot.com/2021/11/henry-t-cayou-builder-of-good-faith-and.html