The Fire Aboard the Erria – December 1951
An Interview with Don Fastabend by David Kanally.
This interview and additional information on the Astoria Marine Construction Company and Joe Dyer’s boats may be found at Columbia River One Design
Original archival materials are stored at the Columbia River Maritime Museum in Astoria, OR.
Photos courtesy of Cliff West.
(Ed note: On December 20th, 1951, the Danish Freighter Erria caught fire while anchored in the Columbia River along the shores of East Astoria , Oregon . Eleven souls were lost in the fire. Don Fastabend, owner of Astoria Marine Construction Company (AMCCO), was a machinist lead for the firm at the time, working at their Tongue Point facility. He was called, along with many of his colleagues, to help fight the blaze. His account of the dramatic incident follows.)
“The Erria had been in Portland and was headed out to sea, but the Columbia Bar was rough that night, so they decided to anchor in the river near East Astoria until things calmed down. About 1 or 2 a.m. on December 20th, they started to pick anchor and something went wrong. Some people believe that the wiring to the motor on the anchor windlass caught fire. That wiring ran through the #3 hold, and that was the worst burned of the whole ship.In any case the fire was discovered. Erria was a combination freight and passenger vessel, so there were crew and passengers aboard. They immediately launched the lifeboats and rowed to the nearby Coast Guard station. The Coast Guard and the Navy responded and squirted water on the fire for a while, but pulled off by 4 or 5 o’clock the next afternoon. The ship had listed pretty badly, and the fire was still going strong.
A salvage company was called in, and their representative, Captain Whitmore, showed up in town and inquired at the Chamber of Commerce, looking for which companies controlled the local labor market. AMCCO had about 400-500 people working then, so was a prime labor source. The word went out at the Tongue Point facility, “Don’t go home tonight at quitting time.”
Whitmore arrived on the scene at Tongue Point and began asking where CO2 could be obtained. We knew that the Navy kept CO2 in a hangar at Pier 3 at Tongue Point . So Whitmore called the officer on duty…it was the end of the day and all the brass had gone home, so the duty officer was probably an Ensign. Whitmore introduced himself as Captain Whitmore (a rank possibly attained in the Merchant Marine), but the young Ensign took him for a Navy four striper!So the Ensign called out the duty section and the CO2 was promptly delivered to Whitmore. This worked so well, that our boss, Johnny Cederberg, thought Whitmore should try the same tactic to get a vessel to carry the CO2 and the crew out to the Erria.
It worked again, and before we knew it we had a LCM 6 (a 56-foot landing craft) with fire monitors and a Navy crew!
We rigged up a manifold arrangement for the CO2 tanks that allowed us to change out tanks and keep the CO2 flowing. We journeyed out and came alongside the Erria. The side of the ship was just glowing red with heat in the engine room, where the hottest part of the fire was. We played water with the fire monitor on the side of the ship ’til it cooled enough that we could hold the bow of the M boat against it.
We burned a 3” hole in the side of the ship and started dumping CO2 inside the ship. By morning the engine room fire was out. We came back ashore for a while at that point, to get more CO2. There wasn’t any more from the Navy supply, but we knew there was CO2 aboard Navy ships, so we began “acquiring” more.
By about 8:30 or so, the Lieutenant Commander in charge of repair operations at the shipyard came up to me and asked me what we were doing, so I told him about what we were up to. He also wondered who the hell Whitmore was, and pretty soon, Whitmore was gone and they took the landing craft back and we all went home and got some sleep.
The next day we all met at the dock of Arrow Tug and Barge and met up with Mr. Martinoni, who was the president of the salvage company. He stayed with us until the bodies were recovered and the fire was put out.
We used a barge to haul pumps out, and we pulled alongside the Erria and began pumping water into and out of the ship. We’d feel along for hot spots, burn a hole and pour in water. The fire was mostly between decks.
I found the first two bodies by the doorway on the main promenade deck, two young women crew members.
The other people who died were sitting in chairs in the lounge just off the boat deck. We figured, since there was no power to the davits that the crew had to lower the lifeboats down to deck level manually, and these people were waiting for that operation to take place, and were overcome by smoke and gasses. One of them was trying to get out on his hands and knees, but got trapped in a corner. Another guy tried to go back to his stateroom to get something, and never made it back. We pretty much swept him up with a broom.
The deck was all teak, and heavily oiled, and there were a lot of hardwoods used in the construction, and lots of varnish, so that would make for bad fumes and gasses.
We only saved one hold, hold #5.
Eventually we got a lot of the water pumped out and the ship leveled out.
The Erria was quite a ship. She even had a swimming pool. One of the holds, hold #4, was refrigerated and was full of apples. The fire got into the insulation of the refrigerated spaces and caused us to wonder what would have happened if all those apples would have burst at once!
We all worked day and night, with not very much sleep, to get that fire out. I’ll never forget that I earned $600 the week of Christmas. And our normal wage back then was $1.85 an hour, so $600 was very big money for that time.
Anyway, the Erria was eventually towed to dry dock in Portland , to be completely checked out to be sure she was seaworthy to be towed back to Europe for rebuilding . She was brought back down to Astoria, and anchored at just about the same spot where the fire happened, while she waited for her tow by the tug Zwarte Zee.
She was rebuilt as a freight-only vessel and made it back to the Columbia River once that I know of. I remember one more funny thing: When we got to the crew quarters in the aft section of the ship, we found a stash of Danish 9% beer, which was pretty darn good. When the crew came back and found out what had happened to their beer, they were pretty mad at us, so we went out and bought them some Lucky Lager. They gave it one taste and weren’t very happy. They said “This stuff is like Kool-Aid!”
(and thank you) The original story hosted on Columbia River One Design’s website
Columbia River Maritime Museum