The First Years: 1947-1954
The Puget Sound Navigation Company, or the Black Ball Line as it was known, had long had an established "night route" between Seattle, Port Angeles and
Victoria. Passengers would embark for a midnight departure time on suites aboard the stately Iroquois, or, in years past, the Chippewa or Indianapolis before their
conversions to auto ferries in the 1920's.
By the 1940's, the Iroquois, despite having been converted to carry autos, was still steam-powered and was becoming unprofitable to keep on the route.
Although a finely appointed vessel, she was showing her age--at that time, already approaching nearly 50 years old.
Captain Alexander Peabody, president of the company, looked to build a vessel from the ground up for the route. She would be the most modern vessel to hit
Puget Sound waters since the debut of the Kalakala ten years before.
Peabody had the vessel designed by William Francis Gibbs, the prominent naval architect responsible for rebuilding the former German liner Vaterland into
the United States Lines Leviathan. Gibbs would later build the greatest American liners ever, the America and perhaps his greatest achievement--the wondrous
S.S.United States . The "Big U" as she was dubbed broke all speed records on the Atlantic. At over 40 knots, the liner would take the Hale's Trophy by crossing
the Atlantic in just over three days.
Gibbs commission for Black Ball was constructed at Todd Shipyard in Seattle. She was christened as the Chinook, and was the most modern vessel to grace
Puget Sound waters. The new vessel was dubbed by Gibbs himself as "The Queen Elizabeth of the Inland Seas." With her finely raked profile, the ferry certainly
looked more like an Atlantic ocean liner than a ferry boat. Her arrow-like profile gave the sensation that she was moving even when standing still.
With room for 100 cars and staterooms for as many people, the Chinook proved to be an immediate success. Black Ball was eager to publicize the vessel.
Promotional photos were produced and a number of postcards were printed. Not since the Kalakala had a new vessel been built for the company, and they wanted
to the boat to be profitable. They were not disappointed. Her accommodations earned her reputation quickly.
Unfortunately, by the time the vessel made her debut, storm clouds were churning on the horizon for Black Ball. Strikes, fare issues and pressures from
commuters and politicians were forcing Peabody into a tight corner. By 1950 it was over. The state had forced the sale of the Puget Sound Navigation Company.
Peabody was left with the Chinook, Bainbridge, Malahat, Quillayute and the fine old express ferry-steamer, City of Sacramento. When the State of Washington took
over operations in 1951, the Chinook could still be seen departing Colman Dock for trips to Port Angeles and Victoria.
Time was running out for the Seattle portion of the route. Profits had dropped on the run, and with Peabody's new venture in Canada, the Chinook was pulled
from the Seattle part of the route. She continued between Port Angeles and Victoria, but by 1954, Peabody had a need for her elsewhere.
Twin -screw vessel, steel hull Length: 318 Beam: 65 Draft: 13, Propulsion diesel engines Horsepower: 5,500 Service Speed : 18 knots.
Auto Capacitiy 100 automobiles Passenger Capacity: Stateroom Accommodations: 200
Above, the launch of Captain Peabody's new flagship on 23 April 1947 at Todd Shipyards in Seattle.