AHS Blog

Sitka’s Fishing History, on the Air

Date Posted: October 3, 2016       Categories: Alaska's Historic Canneries       Tags: cannery, fishing, Sitka

By: Kristy Griffin

No connoisseur of Alaskan history can dispute the impact of the seafood industry on this state, but as the canneries and cold storage facilities that once adorned the landscape disappear from sight and memory, the struggle to keep knowledge of the past alive begins.  In an era of constant connectivity, information saturation, and Pokémon Go, the connection between the birth and growth of Alaska’s seafood industry and the contemporary cultural, political, and economic climate in Alaska becomes obscured.  Seeking to document and preserve local seafood industry heritage for the benefit of future generations, The Sitka History Museum teamed up with the Alaska Historic Canneries Initiative in 2016.

It all started over a year before when Sitka History Museum Executive Director, Hal Spackman, explored a fresh approach to the promotion of local history.  The Sitka History Museum began working with KCAW, Raven Radio 104.7, 90.1 FM to produce Sitka History Minute, a short weekly radio program featuring unique and captivating stories from Sitka’s past.  Harkening back to the golden era of radio, the show combines equal parts theatrical delivery, rich storytelling, and historical fact.   A team of enthusiastic writers tackle every aspect of Sitka’s past, from the town’s one and only hanging to the infamous April Fool’s Mount Edgecumbe “eruption” prank.  Most importantly, the program frees the past from the formality of museums and text books and plunks it down into the daily life of people from Port Alexander, Alaska in the south all the way north to Yakutat.

By 2016, Sitka History Minute had gained a strong following of listeners.  When the Alaska Historical Society announced their Historic Canneries Initiative, the Sitka History Museum saw an exciting opportunity to combine a radio program with proven success and an established listenership with the goals of the Initiative. In fact, the Museum had already aired an episode on the history of Pyramid Packing Company, a Sitka seafood cannery. Listen to that episode here:

The Museum sought and was generously awarded an Alaska Historic Canneries Initiative mini-grant to fund the production of a special series of Sitka History Minute episodes commemorating Sitka’s seafood industry history.

Part I of the cannery series introduced listeners to the invention of canning, its spread to the United States, and the revolutionary ways that it shaped industry and culture in the state of Alaska.  The episode provided fun and interesting details such as the fact that nearly a half century lapsed between the invention of canning and the creation of the first can opener, and that Otto von Kotzebue (for whom Kotzebue, Alaska was named) became one of the first seafaring explorers to use canned products on his three-year voyage to the Bering Strait and South Seas. Listen here:

Part II featured the story of Sitka’s first cannery, the Cutting Packing Company.  In 1878, a little more than a decade after Russia transferred its claims on Alaska to the United States, the Cutting Packing Company and the North Pacific Packing Company in Klawock became the first two canneries in the state of Alaska.  Even though the Cutting Packing Company ceased operations after two years, the company pioneered an industry that played a major role in defining post-Transfer Alaskan economy. Please listen here:

Part III documented the often overlooked importance of the Alaska Native seine fishing fleet to the birth and growth of the state’s seafood industry.  The salmon harvest defined Tlingit economy and culture for thousands of years, so when Americans began arriving to capitalize on Alaska’s fisheries, Alaska Natives asserted their traditional fishing rights.  In the early years, Alaska Natives held a near monopoly on seine fishing, but the introduction of fish traps and Limited Entry fishing permits set about an unfortunate chain of events that ended much of the Native participation in Alaskan commercial seine fishing. You can listen here:

Part IV encapsulated the sixty-year history of what has been called the first major fisheries plant on Sitka’s waterfront.  The plant began operations in 1913 under the ownership of Chlopeck Fisheries Company, quickly sold to Booth Fisheries Company, and expanded its operations during the Great Depression under the ownership of the locally-formed Sitka Cold Storage Company.  In an industry controlled mostly by large out-of-state businesses, the Sitka Cold Storage Company broke the mold as an Alaskan business run by Alaskans. Check it out:

With the airing of Part I of the cannery series in August of 2016, Sitka History Minute celebrated its landmark fiftieth episode.  The series ran throughout the month and included a re-airing of Episode 12 on the Pyramid Packing Company.  While Sitka History Minute strives to deepen the Public’s appreciation for local history, the radio program also has significant implications for the preservation of cultural heritage.  The in-depth research and documentation of oral histories that accompany the writing and production of each episode works to preserve a past that, like the historic canneries fading from Alaska’s shorelines, would be otherwise lost to time.

The Sitka History Museum wishes to thank the Alaska Historical Society’s Alaska Historic Canneries Initiative for their sponsorship of the Sitka History Minute special cannery series and KCAW, Raven Radio 104.7, 90.1 FM for their continued partnership in the Sitka History Museum’s endeavor to promote and preserve local history.  Links to the Sitka History Minute cannery series, including Episode 12 on the Pyramid Packing Company, can be found at SitkaHistory.org, or at KCAW.org/sitka-history-minute/.






Canneries and Boatbuilding through the 1920s in Sitka, Alaska

Date Posted: March 24, 2016       Categories: Alaska's Historic Canneries       Tags: boatbuilding, hope, Sitka


 by Rebecca Poulson

From Russian American times to the present, boats have been built in Sitka because people needed them, and could not afford to buy them; it was not an industry producing boats for selling outside the immediate area. Another factor throughout the centuries, from canoes to aluminum skiffs, is the pure joy of building a boat, and the pride in creating a beautiful, quality vessel. Boat and shipbuilding in Sitka, and the builders and their backgrounds and activities, reflect Sitka’s varied history and economy. While it’s always fun to build a boat, usually you need an economic excuse for it, too.


The Russians of the Russian American Company built at least 27 ships, most of them about the size of large fishing boats today. A few of the ships were fairly large, and included the first steamer built on the west coast of North America.


After Alaska became part of the United States in 1867, American entrepreneurs built sailing ships and boats for fishing, mining, or trading enterprises, but this boatbuilding activity was sporadic, reflecting the varied and unstable economy of that time, mainly trade and prospecting. Once fisheries became a mainstay of Sitka’s economy after the turn of the century, hundreds of boats were built, not only fishing boats but pleasure boats and others. Through the 1920s, 1930s and 1940s there were at least eight boat shops in Sitka at various times. All of the builders did other things as well, like fishing, carpentry, or mining.


The vast majority of boats built in Sitka were fishing boats. These included trollers, seiners, and longliners. The fisheries were segmented largely along ethnic lines. While Natives have always been trollers, most of the troll fleet has historically consisted of men who came here from somewhere else, including many European immigrants in the first half of the 20th century. Longliners in southeastern Alaska were overwhelmingly Scandinavian, based out of Puget Sound.


And salmon seiners, and the men who built the seine boats in Sitka, were Alaska Native. When the fishing tapered off, boatbuilding declined too. In the peak years of Sitka boatbuilding, there was demand for boats, materials were available, and time was cheap, which is not the case today. The decline of wooden boatbuilding in Sitka followed the pattern in the United States generally. Both labor and high-quality old-growth wood have become relatively expensive. Wooden boats are being replaced by fiberglass, aluminum and steel ones.


A major factor in Sitka’s boatbuilding was the canneries, which directly financed many of the boats, as well as employing and buying fish from Alaska Natives. This economic integration, and the status that comes with being a successful fisherman or boatbuilder in a fishing community, might even have been a factor in the development of Native political power.


The following is an account of some of the Native builders through the 1920s. Many more fishing boats were built through the 1950s, but this is an account of the earliest years.Sitka’s first cannery started up in 1878,1 and fishing gradually became an important industry. But it was not until decades later, after the turn of the century, that fishing boats of any size were built here. Records are available of decked vessels of over five net tons, which for a motorized vessel is about a 32-foot-long boat. Very few vessels were recorded as built in Sitka before 1915, but between 1915 and 1930, at least 43 were built here, almost all fishing boats.2  A total of 20 of these larger boats were documented in the three years between 1917 and 1919. It was around this time that gasoline engines revolutionized the process of seining (pulling a net round a school of fish).


Andrew Hope at the bandsaw, probably at Scotty Jennings' boat shop, 1920s. Photo courtesy Sitka Historical Society collection.

Andrew Hope at the bandsaw, probably at Scotty Jennings’ boat shop, 1920s. Photo courtesy Sitka Historical Society collection.

By 1889 there were already 13 canneries in southeastern Alaska, including one near Sitka, at Redoubt.3  But the early seining (catching fish with a net, towed around a school of fish) was done with large rowboats, which apparently were supplied by the canneries, and the fish were carried on steamers to the cannery.


After the turn of the century, however, gas engines were rapidly adopted in the salmon seine fishery.4  Many of the gas seiners used out of Sitka were built here. The earliest seine boats were large flat-bottomed open boats, propelled by oars, and nets were pulled by hand. Engines were introduced on seiners on Puget Sound soon after the turn of the century. According to Herman Kitka Sr., in 1914 Tom Sanders Jr. fished a motorized seiner, the COMET, that had been brought up from Puget Sound,  for Deep Sea Salmon Company. He outfished everybody, and soon all the seiners had engines.


Herman Kitka says that the earliest motorized seiners had loose decks of 2 x 12’s which were picked up to empty the hold. This was not the case for more than a couple of years, because of the problem with rain water and snow in the boat in the winter.5  Many of the seiners built in Sitka over the years were financed by the canneries. Sometimes they were built for the cannery, and sometimes they were built for an individual fisherman, who would help build the boat. The canneries had boats built for good producers, obligating the fisherman to fish for that cannery to repay the debt. Some fishermen would eventually buy their boats, but others fished on cannery boats indefinitely.


In the 20th century there were canneries (with various names and owners) in Sitka itself  (Pyramid), at Sitkoh Bay (George T. Myers, Chatham) and Lindenberg Head (Todd) in Peril Strait, and at Ford Arm (Deep Sea Salmon Company) on the west side of Chichagof Island. The late Herman Kitka, Sr., a Tlingit boatbuilder and fisherman, said that his father, Frank Kitka, built the NECKERBAY, documented 1915, for John Young; OLYMPIC, 1918, for himself; ZINGO, 1918, for John Joseph, financed by the Deep Sea Salmon Company; BUSY BEE, 1919, for George T. Myers (cannery); and the ATLAS, his last boat, for himself in 1920, documented 1922. He also built the PTARMIGAN and the DIXIE, which may have been too small to document. He first built in a shop at the old Brady sawmill, near the present Thomsen Harbor. When that building collapsed, he built boats in a shop on Charcoal Island, which had machinery powered by a gas engine. That shop was on the beach below the site of the current Shee Atika Business Center Building, and burned down before the military took over the island.


This same shop was used by Hoonah boatbuilder Johnny Lawson, to build the PERSEVEARANCE, documented in 1927, and the O.K., documented in 1929.6 Frank Kitka built his last boat, the ATLAS, in 1920, on Katlian Street. Both the ATLAS and the earlier boat OLYMPIC were built for himself, because his main occupation was as a fisherman.7


Another Tlingit builder, George Howard, in 1912 or 1914 built his own shop and house on Katlian Street, on the town side of what is now the Seafood Producers Cooperative plant.8   The earlier shop was much smaller than the one which replaced it in 1940, and was only big enough to build the hull of the boat and not the superstructure.9  The house and shop were torn down in the summer of 1990.George Howard probably built the ACTIVE, documented in 1917, for himself and his sons, and he built the U & I, documented 1919.


Every summer the Howards closed up shop and went fishing. George Howard built the large seiner PROGRESS, documented in 1923, for himself, his sons, and son-in-law Andrew Hope.10 Herman Kitka Sr. said that Peter Simpson, who was Tsimshian and who lived and worked at the Cottages, built the DREADNAUGHT, 1915, for Myers Cannery, for Jimmy Keunz; the ALBATROSS, 1917, for John Cameron, another resident of the Cottages; the BARANOFF, 1918, for Ralph Young, of the Cottages; the EAGLE, 1919 for Pyramid Packing Company; the MARY WARD, 1919, for Deep Sea Packing Company for George Ward; and the KATHARINE, 1919, for Deep Sea.11


The Cottages was a model Christian community for Alaska Natives on the Presbyterian mission school grounds. It is adjacent to the Sitka National Historical Park, and Simpson’s boat shop was on the small point of land where Merrill Rock is today. Simpson is said to have built the MOONLIGHT, 1918, although the documentation lists her owner, Edward Grant, as the builder. Grant fished the boat into the 1940s, when he was killed aboard the boat when his neck scarf caught in the exposed engine. It was beached on Graveyard Island at Hoonah, until bought by a troller, Pete Moe.12  The MOONLIGHT is still fishing; the boat was completely rebuilt in 1979. By that time she was in rough shape from lack of maintenance from a series of owners. Her present owner says that before the rebuild the boat was unusually lightly built, with widely spaced frames, and no floors, the pieces which join the pairs of ribs.13  This might indicate the speed with which these boats were built, although it may be a characteristic only of this particular boat.


Peter Simpson built the troller SMILES, documented in 1920.14  According to the 1920 census, Cottages residents Raymond James and Simpson’s son Louis Simpson were building boats with Simpson.15  He also advertised in 1925: “NOTICE Order your trolling boats from the Simpson Shop, Peter Simpson.”16  But in 1922, 1923, and 1924, he is only mentioned as a sealer (one of the most successful), and fisherman in the newspaper, and he also advertised his boat, the ALCO, for hire.17   He could have been building trollers, which at that time were too small to require federal documentation. Boatbuilder Louis Simpson, Peter Simpson’s son, died at the age of 40 in 1936 in a flu epidemic, of pneumonia.18


Andrew Hope, a Tlingit man and the best-known boatbuilder in Sitka, was very active by the end of the 1920s. In the 1920s and 1930s, documents name him as builder of  the BIORKA and STARLIGHT, documented in 1927; the PYRAMID, 1929; the NEPTUNE, 1930; BUDDY, 1931; and the ADMIRALTY, 1938.19 He probably had a hand in building others for which there are no records.


The NEPTUNE was built for and to some extent by “Cap” Pavloff, behind where the Wells Fargo bank is now. Pavlof used the boat for fishing and for running to his homeplace of Kodiak or beyond. Pavlof had been a captain of trading vessels in Alaska.20  Hope built the ADMIRALTY for George James of Angoon. This boat was a copy of another Angoon boat, the seiner U & I, maybe the boat George Howard built in 1919, although there were two boats with that name.21


Herman Kitka said that even in the early days, most builders used Douglas fir, shipped on the steamers from Seattle air-dried, and that not too many builders cut their own wood.22   This was apparently most often the case with the cannery financed boats. For political and economic reasons the sawmill industry has never thrived here. For a long time after the purchase of Alaska cutting wood commercially on government land was not legal, and then when it was legal,  the law was hazy and export from the state was still illegal.23  In some years there was no operating sawmill in Sitka. By contrast, the logging industry in Washington and Oregon was large, competitive, and organized. Even today Douglas fir, from Washington and Oregon, is readily available, while lumber from local trees is very difficult to obtain.


So a fisherman building his own boat might take the time to cut and mill his own lumber, but if money was available – as was the case with cannery financing – it was easier to buy wood from south. The fisheries and the canneries declined after World War II, for many reasons, and very few boats were built after the mid 1950s. But for a while, you could walk down Front Street, in Sitka’s Indian Village, and hear craftsmen using the Tlingit language, as they ran machinery and caulked seams. Mingled with the familiar aroma of the tides and fish, you might catch the scent of Douglas fir and oak and yellow cedar shavings. We can only imagine.



1 .  R. N. DeArmond, A Sitka Chronology (Sitka, Alaska: Sitka Historical Society, 1993)

2  Merchant Vessels 1921, 1928, 1941.

3 . Alaskan, 13 April 1889, p. 1 (number of canneries 1889).

4 . Homer E. Gregory and Kathleen Barnes, North Pacific Fisheries, with Special Reference to Alaska Salmon (San Francisco: American Council Institute of Pacific Relations, 1939), p 24 (gas engines spread)

5  Herman Kitka, interviews by the author, tape recordings, Sitka, Alaska, October and December 1988 and March 3 1992 (early seiners, financing, the first seiner) The Comet was later rebuilt by Frank Kitka’s brother Peter Kitka in 1926 – Kitka interview 3/92

6  Herman Kitka Sr., interviews October, December 1988 and March 1992.

7   Herman Kitka, interviews October, December 1988 (Atlas) and March 1992.

8  George  Howard  Sr.,  interview by author, tape recording, Sitka, Alaska,  November,  1988;  George Howard Sr.  and  Louie Howard, interview by author, tape recording, Sitka, Alaska, December 1988; and George Howard Sr., interview by author, tape recording, Sitka, Alaska, July 1990 (shop, house built 1912); City Deeds #542 Book 2, granted 2 May 1914 (to build); Thlinget, March 1912, p. 2 (many new boats from H and S shops, latest 35-footer with red & y c tender); Thlinget, May 1912, p. 4 (H busy all the time).

9  Kitka interview (first Howard shop small)

10   Tribune, 23 June, 1922 (going fishing); 24 September 1923 (back from fishing); Coast Guard Vessel Documentation (Progress).

11 . Tribune 23 June 1922 (Willard), Kitka 1992 (boats built by Simpson).

12 . Pat Wood, phone interview by author, 16 November 1988; Merchant Vessels 1921, 1928, 1941, 1948.

13 . ibid.

14 . Mark Jacobs Jr., interviews by author, tape recordings, Sitka Alaska, November, December 1988 (Smiles built by Simpson).

15 . 1920 Census (Simpson, others boatbuilders, Cottages).

16 . Tribune, 29 February 1925, p. 4, and passim (Simpson ad).

17 . Tribune 27 October 1922 (fishing Alco); 16 March 1922, p. 4 (Alco for hire). Tribune, 26 May 1922

(sealing); Tribune, 9 June 1922 (high boat seals).

18  City of Sitka Death Certificates (Louis Simpson).

19 .Coast Guard Vessels Documentation (boats built by Hope)

20  Sentinel 5 Dec 1947 (obit); John Bahrt, interviews by author, tape recording, Sitka, Alaska, November and December 1988 (to go to Kodiak); Greg Cushing, phone interview by author 16 November 1988 (built at NBA); Coast Guard Vessels Documentation (built by Hope).

21  Mo Johnson interview by author, tape recording, Sitka, Alaska  January 17 1988 (Admiralty copy of U&I)

22  Kitka interview 3/92 (early builders used fir).

23  Hinckley, pp 126-28, 133, 144-46 (legality of wood cutting in late 1880s, 1890 Brady shut down) p 145 (1891 Lands Act still not clear on timber use).

August Buschmann Speaks

Note: What follows is an excerpt of the testimony of August Buschmann, pioneering cannery operator and fish trap operator, taken from the Special Subcommittee on Alaskan Problems, House Committee on Merchant Marines and Fisheries, on the Elimination of Salmon Traps in the Waters of Alaska, November, 1949. Not only does Buschmann describe the genesis of many canneries in Southeast Alaska, his testimony clearly shows the speed at which canneries proliferated around the bays and inlets of Alaska. Readers interested in discovering more about specific cannery locations and personalities engaged in the fisheries are encouraged to spend time with historic Bureau of Fisheries and House Committee reports, which contain priceless, untapped information related to Alaska’s fisheries history. For those interested in fish traps, Jim Mackovjak’s newest book, Alaska Salmon Traps, is the place to begin.  A huge thanks to Jim Mackovjak for sharing this transcription. 

“I came over here with my parents from Norway in 1891. After arriving here we became interested in fishing and the salting of fish near Port Townsend, at Scow Bay, for a short period of time. Then we moved to Port Townsend and fished and salted and smoked fish there for a short time.
Then we moved to Bellinghamand did the same thing there. While we were there we put in the first pile trap that was put in on Lummi Island, that was operated by hand, with a hand windlass on a log float, and we also operated a small floating trap on Lopez Island. That was in 1892.
In 1893 I went to Alaskafor the first time with my father and I fished halibut on a halibut schooner in Alaska out of Ketchikan. And later on in the season we fished halibut and salmon, dogfish, and sharks. That fall my father located a cannery site in Mink Bay off of Boca De Quadra Inlet in southeastern Alaska.
In the spring of 1894 I accompanied my father to Alaska again, where he built his first cannery, in 1894 in Mink Bay, operated it through the season and packed about 10,000 cases. We operated there for several years and then my father located a saltery site in Taku Inlet, close to Juneau, Alaska, and operated a saltery there for several years.
We located a trade and manufacturing site at Petersburg in 1896, and commenced construction of a cannery that was first operated in 1898.
From there I was transferred to Sitkah [Sitkoh] Bay, to construct a new cannery there at a location now called Chatham, Alaska, it was called at that time, Sitkoh Bay, in 1900.
[Buschmann omits the fact that during the 1899 and 1900 salmon seasons he operated a salmon saltery at Bartlett Cove, in Glacier Bay, where he also constructed a cannery building that was never outfitted with canning machinery.]
At that particular plant, which was completed and operated that year, we packed about 60,000 cases. The reason for constructing this plant was that the Petersburg cannery, located about 100 miles away, which was operated the first year in 1898, received most of its fish from this area, since there were practically no salmon in the area around Petersburg that particular year.
The year 1900 was the return cycle for that heavy run in the Chatham area. There happened to be no fish whatsoever in that area, and it is believed that the tremendous run and escapement that was there 2 years before of which very few could be taken created the shortage of that year. Out of a pack of 60,000 cases which we had prepared to can, we could only get 20,000 cases of pinks in that area with 3 big tenders and 14 hand seine boats covering Chatham Strait, Icy Strait, Chichagof Island, and Baranof Island areas where we had expected to pack principally pinks that season.
That goes to show that even in olden times we had smaller runs of pink salmon in southeastern Alaskathan we have ever had since that time. This was in 1900.
In the fall of 1900 and spring of 1901 father sold out of the three canneries and two salteries that his companies owned, to a company called the Pacific Packing & Navigation Co. that has accumulated a number of canneries along the coast of Alaska and also on Puget Sound.
In 1901 I built and operated the first pile trap close to Port [Point] Couverden at the entrance to Icy Strait, and operated that pile trap with several others for 3 years.
In 1904 I operated a steamer for the Killisnoo fertilizer plant at Killisnoo, Alaska, and we caught principally herring, but when herring were scarce we would always load up with salmon at the neighboring bay so as to bring home a load of fish.
In 1905 I took a contract to deliver two shiploads of dog salmon for the Japanese Government. These ships sailed into southeastern Alaska, and with 1 little seine boat and a small crew of 5 or 6 men, including my brother, we loaded these ships with approximately 200,000 dog salmon at Chaik Bay. In 1906 I operated a cannery for the Northwestern Fisheries Co. at Sana Ana, and in 1907, 1908 and 1909 I operated a cannery at Hunters Bay, on the west coast of Prince of Wales Island, were we also operated a salmon hatchery, here we also built and operated the first power seine boat that ever came to Alaska, which was operated by my brother Eigil at that time.
In 1910 I was transferred, and instructed to build a cannery—on Cooks Inlet—for the Northwestern Fisheries, and I believe I had the luckiest season of my career that year, since we left here on Friday, March the 13th.
In 1911 I built a cannery of my own at Ford Arm on the west coast of Chichagof Island, southeastern Alaskaand packed about 20,000 cases, operating exclusively with seines.
In 1912 and 1913 we operated at Ford Arm on the west coast of Chichagof Island, putting up small packs. In 1915 I also built a cannery in Cooks Inlet on Knik Arm, across from Anchorage, which I operated for 3 years. Then in 1918 I built and operated a cannery at Port Althorp, at the entrance to Icy Strait, southeastern Alaskanot far from Juneau, where we had prospected the fishing conditions for some time. I supervised the operation of this cannery myself until the fall of 1919, when I sold this cannery to the Alaska Pacific Salmon Co.
I also in the meantime had become interested in the Hood Baycannery, at Hood Bay and I had financed Nick Bez on his first canning operations in Peril Straits, at Todd—the Todd Cannery. I think that was 1924.
I was also interested in a cannery at Sitka, which we sold just a few years ago.
Since the early 1930s I have not been so very active in the business, although I have had interests in several canneries, and up to the present time have made trips to Alaska every year, and I have since 1893 spent anywhere from 2 or 3 weeks to 9 months in the Territory every year.
I graduated from the commercial branch of the Pacific LutheranCollege, in Parkland, Wash., in 1899; received my pilot’s license to operate cannery steamers and other small steamers in 1902; I took out my United States citizens papers in Tacoma, Wash., in 1903.
I was appointed by President Hoover and served as a dollar-a-year man under Judge Royal Gunnison, Food Administrator for Alaska, during World War I, as fisheries consultant and advisor in connection with catching and canning salmon in Alaska.
I was selected a member of the Fact Finding Board of Three, operating under the supervision of the United States Department of Labor, to determine a fair price to be paid for fish and labor in the Alaska salmon industry in 1938…
I served as first organizing chairman of the consultant committee, appointed as a war measure by the Secretary of Interior in 1942. The purpose of this committee was to devise ways and means of producing the greatest quantity of canned fish by concentrating all fishing and canning operations along the entire coast line of Alaska into the most efficient operating units, to save labor, transportation, and floating equipment, since the Army and Navy had commandeered and actually taken over most of the salmon industry’s efficient tenders, scows, and other floating equipment, including several canneries, which were so desperately needed when war so unexpectedly broke out.
I have spent all or part of every operating season, ranging from 3 or 4 weeks to 9 months in Alaska since 1893, and expect to continue doing so since I am very much interested in the Alaska fisheries.

I am at the present time interested in a cold-storage plant at Sitka, Alaska; a cold-storage plant we built last year at Sand Point, Shumagin Islands, Alaska; have an interest in five fish traps in southeastern Alaska, and have a very small interest in the Alaska Pacific Salmon Co., operating canneries in Bristol Bayand south of the peninsula.”