Most of the machinery was installed in a new, slightly smaller vessel, also called the Harvest Queen, which, although it had accommodations for passengers, was primarily worked as a towboat.

In 1926 the second Harvest Queen was sold to a scrap metal concern, Alaska Junk Company (later to become Schnitzer Steel Industries), which sought a buyer for the steamer.

[5] As built, Harvest Queen was 200 ft (60.96 m) feet long, exclusive of the fantail, which was the overhang at the stern of the boat on which the sternwheel was mounted.

[6] Harvest Queen had a beam (width) of 37 ft (11.28 m) feet, which was exclusive of the guards, the wide wooden protective timbers running along the top of the hull.

[6] Harvest Queen was driven by twin horizontally-mounted single cylinder steam engines, each turning an arm, called a pitman, connected to the stern-wheel.

[2] In June, 1879, I was captain and pilot of the steamer Harvest Queen, a stern-wheel steamboat 200 feet long, 38-foot beam, 20-inch cylinders and 10-foot stroke.

[9] Dense fogs and low water in early December 1879 forced the withdrawal of the larger upper river steamers, Harvest Queen, D.S.

[7] On Monday, August 25, 1879, Harvest Queen arrived at Celilo with 437 tons of wheat, which at that time was the largest load ever carried on the upper Columbia.

[1] Under the command of James W. Troup, one of the best-regarded steamboat captains of the day, on February 8, 1881, Harvest Queen went through the first stretch of whitewater, called Tumwater Rapids, sustaining serious damage in the process.

[2] On Sunday, May 18, 1890, under command of Captain Troup, Harvest Queen was run through the Cascades to the lower river, witnessed by the largest crowd ever assembled for such an event.

[19] The general plan of the Commonwealers, and similar groups around the country, was to travel to Washington, D.C. to protest, seeking government funding of projects that would produce jobs for the unemployed.

[19] No transport of troops from Vancouver Barracks was ordered however, and at 4:00 p.m. on May 2, 1894, Harvest Queen was discharged from War Department service, and returned to Portland.

[21] In 1896, Harvest Queen was chartered by the Oregon National Guard to transport troops to Astoria to intervene in a fishermen's strike.

[22] Later orders to Summers were that Harvest Queen had been chartered by the Oregon Military Department and that he should embark the troops under his command onto the steamer to proceed to Astoria, and to cooperate there with county judge J.H.D.

[22] Freight and equipment, including Gatling guns and field artillery, was also loaded on board, and at 4:00 a.m. on June 16, Harvest Queen pulled out from the dock.

[23] Time and again they have exceeded the limit of their licenses without being called to account by either citizen or officer, but very recently two or three Astorians noted for their curiosity as well as enterprise, concluded to count the willing passengers without the knowledge or consent of anyone but themselves, and they found the difference so great between the number each boat is allowed to carry and the actual number carried on these excursions that one of these bold Astorians actually preferred charges against these famous boats that have taken the law in their own hands so long, and in doing their duty these honest inspectors will see to it that the law shall be vindicated and the offending boats libeled immediately.

[25] Against Harvest Queen, Sackett charged that the steamer departed Portland for Astoria on June 8, carrying 613 passengers, when the boat's license allowed for only 400.

[26] At 3:00 in the morning of Saturday, January 23, 1892, Harvest Queen ran aground at Warrior Reef, on the Columbia River near St.

[33][34] According to a later, more detailed account, at about midnight, Ward, who had recently acquired a mate's license, slipped on the deck while preparing to receive a load of several cords of wood from a landing as fuel for the steamer, which was then moving at full speed.

[37] In 1900, by a Danish immigrant shipbuilder, Peter Carstens (1842-1914), built a new vessel, also called Harvest Queen, at Portland for the Oregon Railway & Navigation Company.

[39] The rebuilt steamer was scheduled to make its first passenger trip on Sunday, August 5, 1900, carrying the Oregon Camera Club, departing from the Ash Street dock at 8:30 a.m.[43] The commander of Harvest Queen would be Capt.

[45] Harvest Queen departed the Ash street dock in Portland at 8:00 p.m. every weekday (10:00 p.m. on Saturdays) for the beach, stopping at Astoria on the trip downriver.

[49] When Harvest Queen departed Astoria the next day, returning to Portland, all steamboat service of the O-W R & N on the Portland-Astoria route ended permanently.

[49] In June, 1921 it was announced that Harvest Queen would be employed as a ferry running across the Columbia between Astoria and Megler, meeting a Harkins steamer, the propeller Georgiana.

[50] With the summer rush over, in September 1921, Harvest Queen was withdrawn from the Astoria-Megler ferry service, and taken to Portland, where it was tied up to a dock next to Hassalo and T.J.

[51][52] Harvest Queen was also operated as a ferry on the Astoria-Megler route during the summer of 1923 as a replacement for the propeller-driven steamboat Nahcotta, which was then undergoing repair.

fleet left only two steamers remaining, the small propeller Nahcotta, then running as a ferry between Astoria and Megler, Washington, and the then new sternwheeler Lewiston, built in 1923 and operating on the Snake River.

[40] On June 30, 1926, the date of the sale, both vessels were moved to south Portland and tied up at a dock built for ships during the First World War by the Northwest Steel company.

[40] Harvest Queen and Hassalo had been out of service since at least February 1, 1925, tied up next to the old T.J. Potter, all of them once considered some of the fastest and most prestigious vessels on the river.

[56] A few months later, in early June 1927, the steamer's pilot house broke free during rising storm waters and floated downriver, causing a mistaken report of a sunken vessel to be filed with the harbor patrol.