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The enlisted quarters and new storage building were both built by the Matthews Brothers in They are located in the southwestern quarter of the compound, with the storage building behind the quarters.

The front elevations of both buildings face west. Both are one story, gabled buildings. The enlisted quarters is "L" shaped as the result of remodeling in , and the storage building is rectangular.

Exterior walls are cedar dropsiding. Original windows on both buildings have double hung sashes and vary in size. All doors on the two buildings face the ocean.

A sliding glass patio door and platform porch were added to the enlisted quarters in later remodeling. A brick chimney on the enlisted quarters is attached to the exterior wall on the south elevation.

The enlisted quarters was built for Navy radiomen who shared the compound with the Coast Guard from to the 's. The Chief Petty Officer Quarters was built in The front elevation of this one-and-a-half story wood frame structure faces east like the Barracks and is approximately the same footage from SR as the Barracks.

The dwelling is square shaped and has a gabled roof. One brick chimney stack stands off-center on the front slope of the roof.

The roof is covered with a composition roof like the original. The exterior walls are clad with cedar dropsiding. Cedar skirting encloses the high pier foundation and crawl space.

The front entrance has a closed porch with stairs and railing. Windows on the dwelling are all double hung and are smaller on the gables.

The porch windows are single sashed and multi-paned. The front porch door has a transom above it and panes of glass on either side.

The south side has a closed storm porch. The Chief Petty Officer in charge of the Navy radiomen occupied this house when it was first built.

The only exterior alteration to the Chief's Quarters has been the replacement of the kitchen window with a single pane of glass. The present owner of the quarters have made it their permanent residence.

The Matthews Brothers built the radio tower and powerhouse building in for the Navy Department. This building stood beside the lookout tower built in The radio tower was placed on the western border of the compound to allow north and south surveillance of the beach.

The radio tower was built to house direction transmitting equipment and power generators for the compound. It is rectangular shaped and is an irregular three stories high.

An open lookout box tops the third story. Portions of the roof are pyramidal shaped while other portions are flat. The first story exterior walls are made of concrete.

The second, third and box platform stories are all constructed of wood with dropsiding exterior walls. An outside stairs with railing connects the ground level with the second story.

An outside ladder connects the second story with the box platform. First story windows are large and multi-paned with lugsills. The upper story windows are smaller versions of the.

The only entrance on the lower story is a double door with transom facing east. There is another entrance at the top of the stairs on the second story.

The radio tower and powerhouse is no longer used. It stands vacant with the lower story windows broken out and boarded up, the entrance door ajar, and the interior unkept.

There are no plans for the restoration or remodeling of the tower. The tractor garage was the last building constructed by the Matthews Brothers in It was built for the Coast Guard and contained a cleated tractor for pulling stranded vehicles.

The garage is situated in the northwest section of the compound between the Boathouse and Klipsan Beach Approach Road. The garage doors open on to the.

The garage is rectangular and gabled with a shingle roof. A small metal plumbing vent projects from the western slope of the roof. The exterior walls are covered with dropsiding.

The eastern and western exterior walls both have one single sashed window with. The double garage doors have hinges similar to those on the boathouse, and the diagonally beaded sheathing panels are still in tact.

The rear door is a smaller double leaf with plain trim. The last two buildings on the compound grounds were built in the 's.

The duplex was built by T. Bud Matthews, son of Thedford L. Matthews, in It is a square, two story, modern frame building with a low gabled roof.

It sits on the site of the cistern, built in the 's, between the Barracks and the Klipsan Beach Approach Road. The other building is a pre-fabricated, one story, metal storage building.

It stands between, and forward of, the Barracks and Chief's Quarters. The grounds of the former Klipsan Beach Station were always an integral part of the [station's] design and function.

Unlike many government services the Life Saving Service remained primarily a local affair. The grounds housed the station crew and provided.

Today the two acre compound is divided into smaller tax lots and owned by several owners but they have maintained the park-like atmosphere of the tree shaded site.

Despite several exterior. It was built and manned by a paid keeper and volunteer crew in Getting together a crew of volunteers on a stormy night to risk their lives in the breakers sometimes proved next to impossible.

The North Cove station no longer exists. Erosion of beach sand in the area made it necessary to transfer personnel to a new station at Tokeland.

Because loss of life and property from wrecks showed signs of increasing, not decreasing the Superintendent of the Life Saving Service for the 12th District San Francisco decided to establish a station between the North Cove and Cape Disappointment sites.

In July , a commission under instructions from the Treasury Department, surveyed the beach peninsula of Pacific County, W. They were instructed to find a suitable location that was also inexpensive.

The commission settled on a piece of property approximately 14 miles north of Cape Disappointment and 12 miles south of the mouth of Willapa Bay.

The area was known as. Edwin, and his younger brother Lewis, owned parcels of land throughout the peninsula. They were indefatigable promoters.

Lewis was also the principal owner and president of the. Ilwaco Railroad and Navigation Company. The tracks of his railroad ran along the eastern boundary of the property.

The brothers pointed out how convenient the location would be. In the commissioners report to Sumner I. Edwin died on November 5, The chosen site was actually the most ideal in the area.

Major consideration had been given to the frequency of wrecks in the immediate area and the good launching and landing position for surfboats. The main track of the railroad running along the border was an added incentive.

Lewis Loomis generously proposed to place a side track extending along the northern boundary as well.

This spur would run to the rear of the station where the boathouse would be located. A flatcar would be placed there so that the crew and boats from the station could be transported either north or south in cases of emergencies.

Between the station was manned by volunteers from the local community. On stormy evenings a solitary volunteer watched over the beach. Downed ships were reported to Cape Disappointment by telegraph.

In preparations were finally made for a permanent station and a paid crew. Ritten and Company was contracted to build the necessary station buildings between May and October of that year.

Volunteers manned the station until the end of the year. In November a British ship disintegrated on the sands near the Ilwaco Beach Station and seven men were lost.

Manning of the station with a full time crew was expedited. The Ilwaco Beach Life Saving Station was a patrol station manned by eight men, including the keeper of the station.

Known as surfmen, crew members had to be ablebodied and experienced watermen. They also had to be under forty-five and able to read and write.

Besides the buildings and the crew, three basic pieces of equipment made up the backbone of the life saving stations: boats, beach apparatus and lookout tower.

When appropriations were first made available in , by Congress, a study of life saving techniques used by surfmen was made.

Two basic methods were found in general use. One involved an oarsman in a life boat. The other was the use of beach apparatus like the Lyle gun, a small cannon, which shot a lifeline from the beach to the ship.

The strong tides and sandy shoals on the East Coast were especially hazardous to small boats and the beach apparatus method was the best alternative.

On the West Coast, however, the Jersey style surfboat and the selfbailing boat were more widely used. Although measuring twenty-six feet and weighing Ibs.

Service boats were manned by six surfmen with twelve-to-eighteen foot oars. The Ilwaco Beach site was especially suited for its role as lookout and patrol station.

Long Beach Peninsula is essentially flat. The beach is unbroken by promontories or rocks for approximately twelve miles in both north and south directions.

The surf men stood tower watch in the daylight hours, except when foggy, and patrolled the beach three miles north of the station and three miles south - one man each way from 8 p.

More cheerful were the discoveries of ships' furnishings among the flotsam. When patrolling the beach the men carried a clock and a coston light lamp that would burn red for one minute when lighted.

The light was used to show a vessel, in case of wreck, that it had been seen, and sometimes to warn off vessels when they got too near shore.

When the lookout saw a vessel in distress, he reported to the station, and the keeper would ring the alarm bell. The crew then ran to the boathouse and prepared for the rescue.

The beach wagon was pulled either by horses or by the surfmen themselves. By horses were trained to go into the surf with the wagon to launch or retrieve the boats.

Life saving surfmen were frequently called upon to perform services in the neighborhood of their station which they were not necessarily paid to do.

The records show that they often rescued bathers, would-be suicides, persons who had fallen from docks, vessels, etc.

Persons in urgent need of medical or surgical attention were conveyed to places where such attention could be secured, and from time to time surfmen assisted in fighting local fires.

To save lives aboard a ship in distress, the crew drilled regularly to improve their time in launching the wagon-mounted gig.

Each day except Sunday the surfmen drilled or cleaned equipment. Twice each week during the summer season the station had practice drills to which visitors were gladly welcomed to view the station and its equipment.

Vacationers came from all towns along the beach by horse and buggy, railroad, bicycle and afoot to be. A regular attraction of the Ilwaco railroad's summer schedule was to stop once a week to watch the drills.

In order to accommodate the crowds, boards were laid on flatcars for seats. Another specialty of the line, if a wreck drifted in, was to make a special stop so that passengers could walk up on the sand ridge and view it.

For this, and other reasons, the railroad soon gained the nickname the "Irregular Rambling and Never-Get-There Railroad". The station drills were usually performed in two stages.

The first was the surfboat drill. The climax came when the men rowed their non-sinkable craft, over the tumbling breakers. By shifting their combined weight they turned the tossing, self-bailing boat completely over several times.

The second phase was the shooting of the lifeline, and rigging the breeches buoy from atop a replica of a ship's mast anchored in the sand dunes.

While the drills were underway an officer explained the finer points of life saving with an invitation to come back in the winter when shipwrecks were more likely to occur.

Theodore Conick, Keeper of the station at the time, submitted the name "Klipsan" to the District. Conick used the name which retired ship master Captain A.

Stream had given to his townsite surrounding the station. Klipsan, or Klipsun, was an Indian word meaning "setting sun". As approached great changes were on the horizon for the Life Saving Service.

Gas powered rescue boats began appearing on the scene. Progress came to the service and gasoline replaced the oar. Another change was that enlistment of qualified watermen with the youth, health, and zeal for the arduous routine of duty, was becoming impossible.

Crews left when they found they could make more money doing other things in private and less hazardous pursuits.

An effort to consolidate the small U. Life Saving Service and the U. Revenue Cutter Service into one efficient maritime service finally resulted in their merger in , forming the U.

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