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The following historical description is an excerpt taken from the
book Glimpses from the Past: 50 Years of Community Building
by Richard Sanders. The book was published
by the Housing Authority of Portland in 1991 on the occasion of
HAP's 50th year of operation. It contains a detailed history
of HAP and is richly illustrated with many historical photographs
and news clippings.
The Housing Authority of Portland (HAP) was born at the end of the
Great Depression and the start of World War II. In a very real sense,
those two events gave birth to HAP: The Depression with its immense
unemployment, homelessness and shantytowns. And World War II with
its massive tide of war workers.
Portland City Council Resolution 22081 created
HAP December 11, 1941, just four days after the United States entered
World War II. HAP had been conceived in the unemployment, homelessness
and squalor of the Depression.
The Portland City Council found "that insanitary
[sic] and unsafe inhabited dwellings existed in Portland, and there
was a shortage of safe and sanitary dwelling accommodations available
to persons of low income"
HAP was conceived out of dire need. Even
greater need forced HAP to early maturity. The war created enormous
stress on the City's ability to house the thousands who came almost
overnight when the giant shipyards opened, and their swing and graveyard
shifts lighted the night sky along the Columbia and Willamette Rivers.
In its first two years of existence HAP created housing for 72,000
people – for workers in the shipyards, foundries and related industries
and for those in new businesses and agencies who served them and
their families. HAP produced more war housing in a two year period
than that produced by any other local authority in the entire United
States – a truly auspicious beginning!
A Sketch of U.S. Public Housing
The Housing Authority of Portland was ready
to be put in place at the start of World War II, partially out of perceived
need; partially, sheer luck. Congress had recognized the need for
federal efforts in public housing as early as 1892,
when it appropriated funds to survey slum conditions in America.
But the first full blown U.S. public housing effort did not occur
until September 1, 1937, when Public Law 412 created the United
States Housing Act.
The Housing Act of 1937 was a product of
Roosevelt Administration efforts to alleviate the symptoms and attack
the causes of the Great Depression – unemployment, homelessness
and the sprawling tent- and shantytowns they produced.
There was, however, a secondary reason for
the Housing Act of 1937, perhaps then only dimly perceived – that
war in Europe would demand ever-increasing U.S. involvement, if
not in the war directly then in an increased American Lend-Lease
efforts to aid the Allied Nations (a program by which the United
States supplied the Allies with physical goods prior to our declaration
of war.)
By 1940, the United States perceived the
possibility of war with Japan and/or Germany. It was then that the
federal government began investigating the relationship of housing
needs to defense contracting. A study of World War I showed the
results of inadequate housing. Job turnover ran as high as 500 to
1000 percent annually in defense plants. Work loss because of illness,
separation from families and generally poor morale was extremely
high.
Because the federal government lacked a
single comprehensive housing authority in 1917 a number of different
departments proceeded on their own: The Navy constructed housing
where destroyers were being built. The Emergency Fleet Corporation
constructed housing where merchant ships were built. The Labor Department's
Bureau of Industrial Housing handled its own housing efforts in
their areas of need. No single responsibility for war housing existed,
and this proved expensive and wasteful.
Recognizing that such divided efforts were
not satisfactory, Congress vested most authority in the Emergency
Fleet Corporation. The Fleet Corporation provided 8,336 houses and
849 apartments, spent $67.3 million on housing and loaned municipalities
and utilities another $2.2 million during World War I. Then in 1918
congress created the Bureau of Industrial Housing and Transportation,
and President Wilson provided $60,000 from his discretionary fund
to get it underway. That bureau studied problems and did little
more.
The United States encouraged local housing
efforts. But funding for housing programs was hard to find because
local investors could realize more profitable returns from defense
plants. Finally, the United States acknowledged the need for a comprehensive
federal program to supply war housing. On July 18, 1918 Congress
created and funded the United States Housing Corporation out of
the Bureau of Industrial Housing and Transportation.
By this time, however, the war was four
months from ending, and the need for a massive public housing effort
was mooted. But at least the United States learned its lesson from
the World War I housing fiasco. During the late 1930s Congress was
looking at the nation's potential housing needs if World War II
overtook America. Because of that the Housing Act of 1937 was in
place when the United States entered the war and HAP had the framework
from which to begin its extraordinary housing feats of 1942 and 1943
– in the face of all the odds against success.
HAP Breaks First Ground
Early in 1942, Mayor Earl Riley and HAP
Chair C. M. Gartrell turned the first earth for Columbia Villa.
Portland's first public housing got underway. Another event took
place almost simultaneously. In July 1942 people started moving
into the Gartrell Group, 725 HAP dwellings built on 52 scattered
sites, part of the Gartrell Lot/Lease Plan for public housing.
According to Fulton Lewis, Jr. (one of the
most popular radio newscasters of his day), HAP's first Chair had
accomplished what no one else in America had done, "persuaded Washington
to stop the broadsweeping business of buying vast land areas and
building sites, and lease unoccupied property throughout the city... By doing so he was able to bring the cost per unit down to less
than $1700... the lowest figure I found in the region, due to local
common horse-sense and the intelligence of Mr. Gartrell."
Temporary housing construction began at University
Homes in June, 1942; three months later people were moving in. In
October, 1942, five months after it was begun, the first of Columbia
Villa's 400 permanent units opened. Eighty-five permanent units
at Dekum Court came on line that same month.
Then in swift succession thousands of temporary
row houses and apartments followed: The first of Guild's Lake Courts
2248 temporary houses and row houses in October, 1942; the first
of the 725 Gartrell Plan units in October also. Mountain View Courts
100 trailer homes opened in October also. The already frenetic pace
intensified. Hudson Homes, 118 units, opened in November. St. John's
Woods' 967 units began housing people in December. Parkside Homes,
260 units, and Fir Court's 72 units also opened in December.
Then the giant of them all, the greatest
single housing contruction feat in history, Vanport City – which
would finally have 9942 units for housing 40- to 50,000 people – began
housing Oregon's newest residents in desperate need of shelter against
the cold December winds.
One year after World War II began, the Housing
Authority of Portland was housing homeless human beings in the greatest
single emergency effort in the history of the world. Nothing like
it had ever occurred before. Nothing has since.
Vanport City - From Triumph to Tragedy
Vanport City was a triumph of human resolve.
It climaxed the constructive efforts of the City of Portland and
its newly created Housing Authority to meet the almost overwhelming
tide of war workers who flooded Portland at the start of World War
II. The 18-month period between June 1942 and December 1943 saw
HAP build more war hosing than any other agency in America. Largest
was Vanport City, larger in fact than any other public housing project
before or after it.
When Vanport City was swept away by a raging
Columbia River six years later, it served as a grim reminder of
human frailty in the path of the unleashed forces of nature. The
attempt to blame management and contractors for that horrendous
disaster was many ways simply Monday Morning Quarterbacking, second-guessing
out of historical time and context. The facts were that any housing
would have been swept away, but in the intervening war years Vanport
served many of the critical housing needs of Portland and made Portland's
invaluable contribution to the war effort possible.
Vanport City was the most inspiring construction
feat of the entire public war housing program. Built to shelter
40,000 people, it literally sprang to life full-grown from the grass
roots of the Columbia River lowlands. There was nothing like it
in America – nor anywhere in the world. The crucial purpose of the
community, its dramatic birth in the exciting early days of the
Second World War, the tense speed of its construction and its great
size made Vanport unique.
Groundbreaking ceremonies for Vanport took
place September 12, 1942. HAP issued the first rent receipt in December,
1942. In less than three months HAP was housing people in Vanport.
Within a year from its groundbreaking, Vanport appeared on the Oregon
map as a city. Not just a city, Vanport was Oregon's second most
densely populated city and the fifth most populous in the entire
Pacific Northwest.
No other housing authority in America had
produced anything like it. McLoughlin Heights in Vancouver was the
next largest public housing complex in the United States, and its
4209 units numbered less than half of Vanport's 9942. New York City's
Queensbridge Housing was the third largest public housing complex
in the United States with 4,148 units, and Vallejo, California's
Chabot Terrace ranked fourth, less than a third Vanport's size with
3,000 units.
HAP commanded the forces of 5,000 workers
during the construction of Vanport City. Six-hundred-fifty of those
workers were women, part of a changing labor pattern brought about
by the drain of manpower to the military forces of the U.S. war
effort. Those men and women workers converted 648 acres of relcaimed
lowlands along the Columbia River into a city complete with streets
and sidewalks, utilities and public transportation, water and sewerage
systems, parks and parking lots, electrical service and garbage
disposal. Vanport City had its own police [The Vanport police department
was really a special division of the Multnomah County Sheriff's
Department] and fire departments. Vanport City gave tenants more
than just a roof over their heads. Vanport had a U.S. Post Office.
It had its own schools and churches, child care centers and recreation
areas, including 14 playgrounds and a movie theater that seated
almost 800 people. Vanport also had a library, said to be the only
war housing library in America. And it had an infirmary.
Construction of Vanport: Vanport was initially
planned and begun by the United States maritime Commission and the
Kaiser Corporation because Congress had yet to make public housing
funding available. By the summer of 1942, the project had been turned
over to the Federal Public Housing Authority. Edgar Kaiser, son
of shipbuilder, Henry, entered into a construction contract with
the FPHA on August 1, 1942. Construction began on September 12,
and maintenance, operation and completion of the Vanport project
were assigned to HAP on October 15, 1942. First tenants moved in
in December, and nine months later 40,000 people listed Vanport
City as their mailing address.
FPHA Chief Engineer Albert A. Pierson was
in charge of construction. Portland architects George M. Wolff and
Truman E. Phillips designed the buildings and utilities. Subcontracts
went to George H. Buckler, Co. and Wegman & Sons. Buckler, Co. built
371 apartment buildings and all supportive services. Wegman & Sons
constructed 349 apartment buildings and all special public and service
buildings. The Oregon Highway Commission planned the Denver Avenue
underpass and west end access roads. The underpass was built by
the Kaiser Company; the access road, by the Buckler Company.
Types of Dwellings: Vanport City had three
apartment styles. The first type consisted of 703 two-story buildings
with 14 apartments in each. The second was made up of eight two-story
buildings with eight apartments in each. Nine other buildings had
smaller one-story multi-unit dwellings. There were 103 service annexes
and 50 special public and service buildings.
Streets: Most of Vanport's streets were
built with a crowned middle section, 22 feet wide, and two rolled
gutters. The streets were connected with Denver Avenue at the main
entrance by an underpass. This was Vanport City's main entrance
and exit, its primary connection to the world outside and an engineering
flaw which would become apparent with the Vanport Flood of 1948.
Sidewalks: Most of Vanport's 50 miles of
sidewalk were three feet wide and made of crushed rock covered by
asphalt. The remaining 8 miles of sidewalk, which were used when
site conditions rendered paved walks impossible, were made of two-inch
thick lumber, three feet wide.
Parking Lots: Vanport had 45 acres of parking
lots which provided parking for three out of every five apartment
buildings.
Park Development and Recreation Areas: Developers
made every effort to preserve as much woodland as possible. They
also set aside over 10 acres of park and recreation for Vanport
residents. A footbridge connected residents with Force Lake Park
which had tables, benches and other park equipment.
Landscaping: Landscapers planted 161 varieties
of shrubs throughout Vanport. All told, there were some 27,000 shrubs
around and among buildings. Lawns stretched 40 feet beyond all apartments,
giving Vanport City a total of 135 acres of lawn. 180 acres of meadowland
were seeded with clover and grasses.
Management: During those first war years
of existence, the Housing Authority of Portland faced challenges
perhaps more severe than those ever faced by a social agency in
Oregon's history. It maintained and operated Vanport, a city of
40,000 people, and oversaw the construction and managed the operations
of dwellings for 32,000 other people in the Portland area. Not only
did HAP house one-sixth of the metropolitan Portland area's population
during those years, it coordinated the social, educational and recreational
services which helped those lonely immigrants survive the culture
shock of their frenetic new existences: Uprooted Americans from
the Blue Ridge and the Ozarks to the Sierra, and the plains between,
from the Florida Keys to the Puget Sound... formed a population exposed
to new conditions, new climates and new work. Not yet integrated
into a strange community, the migrants were exposed to loneliness,
homesickness, and disouragement, according to temperament. They
presented many problems and not of physical housing alone. Four
walls and a roof were not enough. Much more was necessary to keep
a scarcely natural community on an even keel.
Yet keep on an even keel HAP somehow did.
HAP's management of the housing and social needs of 72,000 displaced
human beings was truly an extraordinary achievement.
Vanport City was headed by a city manager
who, assisted by a staff of about 600 people, ran departments which
handled rent, inspections, maintenance, accounting, property management,
and special social services.
Vanport officials coordinated an army of
private and public agencies which volunteered to serve the needs
of Vanport City residents. These agencies included the City, County,
and State departments of Public Health, the Council of Social Agencies,
Federation of Community Clubs and Councils, United Church Ministry,
American Red Cross, Office of Civilian Defense, U.S.O., Juvenile
Court, Child Guidance Clinic, national youth agencies (Boy Scouts,
Girl Scouts, Campfire Girls, 4-H Clubs, YMCA, YWCA and the Catholic
Youth organization), State Vocational Education Department, County
Agricultural Extension Office and Victory Garden Committees.
An independent Public Health and Sanitation
Department served Vanport City, providing free health clinics, school
nurses, maternity nursing, pre-school, school, and adult hygiene
services. It was also responsible for disease control.
Police Department: Twenty-two officers staffed
a Police Department which had its own station and was integrated
with the law enforcement division of Multnomah County, under the
supervision of the county sheriff. The department functioned as
a comprehensive law enforcement agency – returned lost children,
served civil papers and warrants, visited scenes of accidents and
investigated complaints and traffic violations.
Fire Department: HAP established its own
Fire Department because Vanport City was outside the corporate limits
of the City of Portland and thereby under secondary fire protection.
The department consisted of a chief, an assistant chief, fire captains
and about 60 trained, full-time firefighters. A central station
and two sub-stations housed seven pieces of equipment, including
bumper units and ladder trucks. Several types of alarm systems were
used, but a giant warning siren sat on top of one of the 95-foot
water towers.
Public Schools: Vanport City had a school
system which not only educated but also served as surrogate parents
for many of its 5,000 students. Because most parents worked 11-12
hour days and one of three different shifts which kept the shipyards
operating 24 hours a day, the Vanport City school system provided
day and evening care for a large number of young children.
By the completion of Vanport in 1943, the
Housing Authority of Portland had also completed all of its other
war housing. Two complex problems grew out of HAP's rush to house
the 40,000 Vanport City residents and the 32,000 residents in other
war-time public housing – shoddy construction and a North Portland
racial ghetto. Neither problem was caused by HAP, but both would
plague the agency in years to come.
HAP built housing for 72,000 people in a
little over a year. It did that at a time when defense needs left
housing development low on the list of government priorities, in
spite of the crucial need to house defense workers. That HAP was
able to get materials, fuel and labor during this frenzied period
of American emergency industrialization was a tribute to excellent
management skills, private industry's ingenuity and the City of
Portland's political resourcefulness in a time of crisis.
The fact that most of the housing was concentrated
in North Portland had to do not only with available land but also
with a close proximity to the shipyards themselves. But time has
a way of obscuring causes, and these two problems would later force
HAP into court and into public controversy.
The Great Flood of '48
The
winter of 1948 was typically wet and dreary in Portland. Rainfall
normal. The spring was predictably gentle, no different than
most. The grey and drizzle continued but the air warmed. In
the vast Columbia river (sic) watershed, however, the weather
was not typical. From Montana across Idaho to British Columbia,
the winter, slow in coming but then lingering into spring, had
been cold and the precipitation heavy. It was still snowing
in the late spring, and the snow pack was deep and wet, even
at the 2,000 and 3,000 foot elevations. Suddenly, in mid-May,
the weather turned unseasonably warm and the snow melted rapidly.
Run-off water poured into streams which feed the Columbia. By
May 25th, the Kootenai river had swept over 3,700 acres of farmland
around Bonner's Ferry, in the Idaho panhandle. By the 28th,
the 3,000 residents of Bonner's Ferry had evacuated. Rivers
were discharging water at spectacularly high rates, and the
Snake and Yakima were already at flood stage.
-Stanley Radhuber, "Vanport: Slipshod Engineering, Human
Callousness," Portland Today, April 1978.
Daily
radio and newspaper accounts tracked the water's rise in the Columbia
near Portland. Because it became increasingly difficult for the
Willamette River to discharge into the Columbia, it rose menacingly
along the westside seawall in downtown Portland. What only menaced
the westside with its seawall flooded the eastside. As one reporter
noted, SE Water Avenue on the east side of the Willamette (which
in those days had no seawall) daily took on the meaning of its name:
You could see people poling their way in boats beneath street signs.
Life in Vanport grew precarious. The following
excerpts from the notes of Capt. Robert O. English, Vanport City
Fire Department, describe the day when "precarious" turned
into "disasterous":
On
the morning of the May 28th, 1948, I reported for work as per
usual, at the Central Fire Station at Vanport. There we were
informed that the river was rising fast and coming up on the
dikes. We were put on four-hour patrols and I was given the
job of making up the patrol list.
At 4:00 p.m., I went on the first patrol, accompanied by Capt.
Ralph Slaughter and Capt. I. Rohrs... We covered all the dikes
on the first round. On the second, about 9:00 o'clock, we found
a boil on the road at the foot of the south dike - half way
between Denver Avenue and Island Street. We reported same to
the Administration Building... On inspecting the road farther
west, we discovered more soft spots... These were sand-bagged
immediately... At 9:45, we discovered a leak coming under the
concrete sea wall in front of and east of Swift & Company,
which was also reported and sand-bagged immediately... I was
relieved from duty at 8:00 a.m. the next morning [May 29].
May 30th reported for duty at 7:30 a.m... I was cautioned to
instruct the men to be extremely cautious as the river was rising
rapidly. At about 9:15 a.m., Melvin A. Hall... reported muddy
water leaking under the dike at the northwest corner of the
project at the corner of Meadows and Broadacre Streets...
At 9:45 a.m., Alarm Board operator, Bert Young, notified me
of a call coming from Denver Avenue and Cottonwood Street that
water was bubbling out of the ground by the dike road. Upon
investigating, found water had raised the sod two feet. When
I broke the boil, water rushed out and I assured the people,
in the immediate area, of little danger... I was ordered by
Assistant Chief Bergholt to gather up workmen to sack sand for
the break discovered at 9:15 by the railroad dike as this was
getting worse... About 1:30 Chief Bergholt came back and got
more men to work on the railroad dike as it was still leaking
pretty badly. We were still being assured of, at intervals,
that there was no immediate danger and I was passing the same
information to worried residents as they were calling continuously
to get the latest reports.
At about 3:00 p.m., Mr. Haviland came back to the station and
ordered me to call fire department personnel back to the station
immediately. I carried out the order. At 4:20, I heard a shout
outside the fire station that the dike had broken at the railroad
dike where the crews had been working sandbags all day. Upon
going outside, I saw water flooding the upper end of the project
and heard the sirens from the Sherrif's and the Chief's rig...
I ran back outside and saw Fire Station No. 3 floating down
the street, the water pouring in, people running and screaming.
I immediately ordered W.E. Kennedy, Edd St. Hilare and J.A.
Deters to the corner of Lake and Victory to direct traffic and
people out of the project - away from the raging waters. I then
looked up the street and saw the second wall of water coming
down and whole units, buildings, floating toward me... When
the water reached the Fire Station, I ordered Engine 3 and the
Ladder Truck to leave the project immediately and pick up people
on the way out. I ordered Enging No. 5 to stand by at the station.
There were three buses left in front of the hospital partly
loaded with stragglers. I ordered these to pull across the slough
bridge and wait for further orders before pulling out. I then
ordered Engine 5 to... load on remaining people and ordered
it off the project to safe ground... I called Alarm Board operator,
Vern Emerson, to leave the switch board. By that time, the water
was up about three feet deep and very swift, flowing through
the station. The alarm board went dead, shorted out by the water...
As we crossed the slough bridge, I saw inspectors Tramel and
Hagland each carring an elderly woman and child through the
waist deep water to the remaining busses I had ordered to wait
on the east side of the slough [where it was still dry]... We
then went back to the Police Garage and got out the police emergency
boat... The motor failed and we floated with the current down
the street. By that time the logs and debris was (sic) so thick
that it tore the motor from the back of the boat and we floated
helplessly down to the Administration Building yard and rammed
the fence and stalled... We then took the last truck available
that we could start [and headed] on down the street picking
up two or three other men... At this time, we also met a young
fellow under the influence of alcohol sauntering leisurely up
the street toward the raging water. Captain Tillman and I, Joe
Deters and Vern Emerson, had to use force to get him into the
truck. Going down the street a few feet farther... we met an
elderly couple coming up the street toward the water. They insisted
they had to get to their apartment... to get their money. We
also had to use force with these people to enter the bus...
At this point I saw Inspector Hegland back of me about 100 feet
dragging a woman and helping some other people through the deep
water. I tried to get back to help him but couldn't. I was knocked
down by a refrigerator that was floating by in the swift current...
I climbed onto the tip of the dike and helped to load people
onto the busses... While standing in the middle of the street,
I happened to look over on the bank and saw a lady staning there
holding a little baby. As I watched, a man ran up to her and
slapped her, then drew back his fist and struck her in the face.
Al Garrett must have seen it at the same time... and we both
ran for him. Garrett jumped between the couple and I hit him
and we rolled down the bank together. Vern Emerson came up and
we subdued the guy and put him in the car while Garrett put
the lady and the baby into the bus. The guy was nuts; I should
have left him drown. I then went in a boat with Joe of Joe's
Market in Vanport...to look for survivors. By this time, there
were between 30 and 40 boats out among the buildings... searching
for people who might still be alive. This must have been around
9:00 o'clock as it was dark. We found no survivors but found
several bodies floating, face down, in one of the units. After
that, I took some of the firemen up to Kenton to get hot coffee
since we were all cold and very wet. I came back to the dike
to stand by for further orders. I stood on the dike gazing at
what once had been Vanport, just a few short hours before. It
was one of the most congenials communities that I had worked
in. I had met lots of these people through civic affairs which
I had taken part in, feeling proud that I had worked and seen
this city grow up from a mudhole to a beautiful and happy city...
-Robert
O. English
 Captain, Vanport Fire Department (a department of
HAP)
"My observations of the Vanport tragedy - the flood."
Only 14 people died in a
flood that wiped out the homes of 28,000 people in a matter of hours.
That so few died is a tribute to the bravery and dedication of those
like HAP's Fire Captain English. But by the time of the Vanport
flood, not many people shared Capt. English's assessment of Vanport
as "a beautiful and happy city."
When the flood occured,
HAP was embroiled in one of the most heated political battles of
it's existence. Early in 1948, the Very Reverend Thomas J. Tobin
(later to be a HAP Board member) charged HAP with discrimination
and segregation. ("Housing Body Bias Charged," The
Oregonian, Jan. 6, 1948.) Board Chair Herbert Dahlke responded
that any segregation that took place occured because of "a
reluctance of white people to move in[to] housing units dominated
by colored tenants." ("Housing Rules on Race Aired,"
The Oregonian, Feb. 6, 1948.) Racism was fairly rampant in
Portland at the time, and many Portland officials of the time believed
Vanport, which housed a high percentage of Portland's African Americans,
was becoming a slum.
City planners and Portland
power interests had long been involved in intense debates about
what to do with the Vanport area. The physical area itself was disintegrating.
Built under the incredible stress of providing housing for over
half of the 72,000 people who flooded into Portland in 1942, much
of the construction was inferior and not capable of sustaining long
term housing needs. The National Committee on Housing in 1945 had
recommended rebuilding Vanport as a model city capable of housing
12,500 people on a permanent basis. Henry Kaiser supported the idea.
Chester A. Moores, a real estate investor who was chair of the HAP
Board in 1945, favored tearing down the housing and developing an
industrial park. He lobbied Kaiser strongly to that end, but to
no avail. When the disastrous flood of 1948 hit, that argument was
in full heat, and housing for Portland's poor was sorely inadequate.
The flood was an extraordinary
disaster. Over 18,500 Vanport residents were left homeless, and
HAP was confronted by a crisis second only to its overburdened infancy
during World War II. The Housing Authority created a special advisory
commitee on permanent housing and called for volunteers to house
homeless flood victims. It also used $4 million emergency federal
funds to provide temporary trailer housing. McLoughlin Heights in
Vancouver, WA, the second largest war housing complex in the United
States, opened "Trailer Terrace," with 100 streamlined
trailers available immediately and another 388 to come on line within
a few months time.
Portland was in desparate
need of thousands of low-cost homes. HAP's first Board Chair, C.M.
Gartrell headed the advisory housing committee, which recommended
refurbishing barracks on Swan Island until more permanent homes
could be built. Raymond Foley, Administrator of the federal Housing
and Home Finance Agency was scheduled into Portland to assess Portland's
emergency needs....
... the story continues in the print version of Glimpses from the Past: 50 Years of Community Building by Richard Sanders ....
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