V15 N3 Summer 1988 Astoria Regatta Scene, 1903

Page 1


VOL. 15


NO . 3

ASTORIA REGATTA SCENE, 1903 August is the month of Astoria's Annual Regatta. Miss Frances Thomas was Queen of the Regatta, and the U.S. lighthouse tender Heather was its flagship back in 1903, when the picture above was taken. Regatta was then a major event, attracting attention even in San Francisco, and was already several years old. The first formally organized Regatta was held in 1894, but had antecedents going further back. From the 1870's, various types of boat races had been held in Astoria, but they then lacked many of the extra events that were added when Regatta became a regular annual affair. The 1903 Regatta program lists a varied calendar of events on August 19-21. The Queen's Coronation and the Regatta Ball, held that year at Foard & Stokes' Hall, were major social events. Special races were scheduled for just about anything

that floated: sailing yachts, gasoline launches, rowing barges, shells, lifeboats, tubs, canoes, sailing gillnet boats, cannery tenders, Shoalwater (now Willapa) Bay sloops, punts, and Whitehall boats. Other competitions included log rolling and greased pole contests, horse races, foot races, and a shooting tournament. There were also demonstrations by the Point Adams and Fort Canby lifeboat crews, swimming and high diving exhibitions, a Chinese dragon parade, a professional deepsea diver, and a demonstration of placing and retrieving buoys by a lighthouse tender. And one must not forget T.J. Arnold's Oregon, Pacific, & Oriental Carnival, which featured, among other things, a sixty-foot Ferris wheel, the Palace of Mirth, the Hindu Theater, the Edison Electric Show, and (of course) a merry-go-round.





FROM THE QUARTERDECK As many of you know, in May I submitted my resignation to our Board of Trustees. Although we have been making steady progress toward some of our larger goals, I am stepping aside to clear the way for greater success. My thanks go to our Board of Trustees for their support, and to our dedicated staff for their commitment to the Museum. The Museum's support was certainly evident during the recent voyage of the lightship Columbia to Portland. Despite her age and infrequent use, the Columbia performed in a commendable manner. Many of our volunteers contributed their valuable time in preparing and operating the lightship or helping with visitors while the ship was in Portland. We are also indebted to Captain Mitchell Boyce and the Columbia River Pilots for their services. The trip to Portland indicated the value of an annual lightship voyage. Such expeditions help raise the public's awareness of our maritime heritage and encourage visitation at the Museum. We were pleased to organize Museum activities in Portland and Longview, and we look forward to even more support in those communities. As always, the membership of this Museum is one of our most important assets. To maintain our vitality and distinguished reputation, your strong participation will always be needed. In the years to come, your help will be essential in all aspects of the Museum. Steady as she goes, and farewell. Stephen L. Recken, Director

LIGHTHOUSE TOUR The very popular "Northwest Sentinels Tour" of lighthouse installations around the mouth of the Columbia will be repeated by the Museum on Saturday, September 10th. The group will depart at 8:30 a.m . from the Museum by bus for guided tours of the historic Cape Disappointment and North Head Lighthouses. At 12:30 p.m. participants will board two charter boats at Ilwaco, Washington for a cruise across the mouth of the Columbia to view the Large Navigation Buoy (LNB), which now occupies the former lightship station, and on south for a close-up look at the former Tillamook Rock Lighthouse. Museum staff members will talk about points of interest en route . The boat tour will end at Astoria' s West Mooring Basin about 6:00 p.m. The tour will be open only to members of the Columbia River Maritime Museum and their families, at a cost of $50.00 per person, including lunch, beverages, and snacks. Space is strictly limited by the certified capacity of the boats, so reservations are absolutely required. To make reservations, call the Museum at (503) 325-2323.

Substantial contributions have been received towards the Museum's goal of constructing a replica of a Columbia River sailing gillnet boat. These craft, which preceded the modern motorboats now used in commercial salmon fishing, have not been seen on the river since the teens of this century. Total cost for the project is estimated at around $40,000. Pacific Northwest Bell kicked off the project back in March with a donation of $10,000. Another $5,000 was received in late June from the William G. Gilmore Fund of the Oregon Community Foundation, based in Portland. Englund Marine Supply of Astoria has promised to contribute $2,000 worth of materials for construction. Freddryck M. Barfuet, a professional naval architect from Manzanita, Oregon, has pledged to prepare working drawings for the replica at no cost to the Museum and has already put in a good many hours assisting our staff with field research on the particulars of the design of the old boats. Needless to say, we are profoundly grateful to all concerned for their fine support.

GRANT FOR LIGHTSHIP The Wessinger Foundation of Portland has generously granted $3,000 to the Museum for installation of electric heating and dehumidification equipment aboard the lightship Columbia. The ship's original steam heating plant is not suitable for use when the ship is not manned. The new equipment will make the ship more comfortable for winter visitors and aid maintenance of ship's systems by preventing condensation from taking place on chilly metal surfaces.

SEACYCLE WINS SPRING ROW-IN The wind-swept waters of the Columbia witnessed the assembly of 22 human-powered small boats for our Spring Row-In last May 14th. Participants in the race brought everything from canoes to a lifeboat. A flood tide and a stiff westerly breeze made this year's event a particularly stern test of participants' skill and endurance. Terry Jones' Seacycle, a high-tech catamaran propelled by pedals, led the field the entire distance, finishing the three-mile course in 33 minutes and 35 seconds. A double kayak paddled by Larry Warnberg and Howard Blumenthall was not far behind though. First to complete the 1.5-mile short course was the Swallow, a sixteen-foot peapod rowed by Jim Low e, Tim Jenne, and Matthew Lowe.

Terry Jones' Seacycle, winner of the Spring Row-In.

Edward Neubauer's scratch-built model of the steam schooner Sibyl Marston, grand prize winner in the Museum's Fifteenth Annual Ship Model Competition.



In May, Edward K. Neubauer of Milwaukie, Oregon won his third grand prize in our Annual Ship Model Competition with a fine scratch-built, scale model of the steam schooner Sibyl Marston. The Museum's 15th competition drew 36 models by 19 amateur builders from Oregon, Washington, and British Columbia. We wish to thank Dr. Robert Norgren of Beaverton, Oregon and Eric Adams of Portland, both prize winners in previous competitions, for serving as judges. First prizes for adults went to: Ed Neubauer' s scratch-built scale model of the Sibyl Marston; Don Disotell of Portland for a bomb ketch from a wooden kit; Stephen Schneider of Springfield, Oregon for his World War II R.A.F. rescue launch from a plastic kit; Jeff Simmons of Tacoma, Washington for a model of the U.S.C.G. bark Eagle in a bottle; James Elder of Snohomish, Washington for a scratch-built, radio-controlled model of the battleship Oregon; and Larry Goeckritz of Tillamook, Oregon for a decorative harbor scene in a shadow box. Christopher Moorehead of Corvallis, Oregon won the junior division scratch-built category for a surface effect ship, and also in plastic kits for the aircraft carrier Midway.

A meeting for officers, seamen, and passengers who have experience aboard steam schooners will be held September 24-25 in Sausalito, California. The purpose is to let researchers systematically gather and preserve information about the construction and operation of steam schooners from the reminiscences of the people who attend. Steam schooners were small, wooden coastal freighters, unique to the Pacific Coast, that carried lumber from northern ports to markets in southern California. They also served the passenger and freight needs of small coastal communities, which would otherwise have been quite isolated from the outside world. They were called steam schooners because the type evolved from sailing schooners of the early 1880' s that had auxiliary steam engines to improve their maneuvering ability in tiny, dangerous lumber ports they had to enter. Later, the engines grew in importance, and the shape of the vessels changed until they became true steamships. Scholars estimate that there were some 225 steam schooners, and they remained common into the 1940' s, often collectively referred to as the "Scandinavian Navy" because so many of the captains were drawn from the ranks of Scandinavian immigrants. The meeting will be held on the Wapama, which is the last surviving steam schooner, now owned by the National Maritime Museum at San Francisco. She was built for the Charles R. McCormick Co. at St. Helens, Oregon in 1915. To attend, contact: Wapama Steam Schooner Meet, c/o The Bay Model, 2100 Bridgeway, Sausalito, CA 94965; (415) 332-8409.

THANKS TO CLATSOP COMMUNITY COLLEGE We want to express our gratitude to the Cultural Events Committee of Clatsop Community College for generously paying rental fees on the excellent motion picture Abandon Ship, which we showed during Maritime Week.

SHANGHAIING ON THE COLUMBIA by Denise Marie Alborn A crimp was a person who, for a fee (known as "blood money"}, provided men to serve aboard ship. Crimps generally operated boarding houses, saloons, or brothels frequented by sailors. When experienced seamen were available, crimps generally extended credit (at exorbitant interest rates} until a man was in debt beyond his means to pay, then made the sailor sign aboard a ship under threat of legal action. The "debt" was paid off by the ship's master, who gave an advance on the sailor's wages directly to the crimp. At other times, gullible landlubbers were lured into voluntarily shipping out by crimps who told them glowing stories about the "romantic" life of a sailor. All of this was more or less legal. "Shanghaiing," strictly speaking, was a form of kidnapping that occurred when a man was taken aboard ship by force or fraud and made to serve in her crew under duress. It was never legal, but, one way or another, a Shanghaied man's supposed signature always "appeared" on the ship's articles (in essence a labor contract). Courts were generally sympathetic to ships' owners and officers, and it was so difficult for a poor man to prove that a crime had occurred that few bothered to try. So, when crimps were in a hurry or the usual candidates were scarce, few of the predatory crimps hesitated to resort to Shanghaiing. Sometimes men were lured aboard ship under false pretenses, many were gotten dead drunk or were drugged first, and occasionally men were seized by raw force . --The Editor

During the nineteenth century, sailors aboard deep-sea, merchant, sailing vessels worked under terrible conditions for very little pay. They had no recourse to unions until very late in the century. On board ship there were few safety measures, bad food, long hours, and brutal discipline. Small wonder that there was a serious shortage of manpower in the merchant marine. These conditions gave rise to the practice of Shanghaiing, in order to man the ships. Sea captains who could not find enough men would hire a crimp to find men for them, promising to pay "blood money" for each man delivered. The crimps plied their trade in most major ports, such as San Francisco, Baltimore, Quebec-and including such Northwest ports as Tacoma, Astoria, and Portland. Shanghaiing took hold in Oregon during the 1870' s. One of the pioneers in Portland's Shanghaiing business was an Englishman named James Turk, whose business ventures included a sailors' boarding house, from which he could Shanghai unsuspecting lodgers. He is remembered for having Shanghaied his own son, who "had been playing around with bad liquor and bad women, so Jim got the boy drunk and loaded him aboard a schooner. Jim collected his blood money from the skipper too.'' As the story goes, the boy returned after several months, cured of his former habits. In the 1880's and 1890's, other entrepreneurs developed the art of Shanghaiing into a well-organized underground business. For a time , the three-way partnership of Larry Sullivan, Peter Grant, and Richard McCarron controlled Columbia River port activity completely. Sea captains complained to the Chamber of Commerce that it was impossible to hire any sailors exc~t through these men, and that they sold

crewmen at extortionate rates. Furthermore, the Shanghaiers would induce crewmen to desert from their ships, so that the captains would need to hire Sullivan & Co. to replace them. The law, they said, either would not or could not prevent Shanghaiing, and many captains suggested that the port officials were on Sullivan's payroll. Sullivan himself once boasted, "I am the law in Portland."

Larry Mikola Sullivan, Portland's leading crimp.

For the Grants, Shanghaiing was a family affair. While Peter Grant collaborated with Sullivan and Mccarron, his wife, Bridget, operated out of a sailors' boarding house in Astoria. She was "the Queen of the boardingmaster's fraternity," which is to say, Queen of the Shanghaiers. In later years, towards the turn of the century, her sons apparently became involved in Shanghaiing as well. Some of the most colorful Shanghaiing stories came from the career of a sailors' boarding house keeper named Joseph "Bunco" Kelly. It is said that he earned his nickname in 1885, when he Shanghaied a wooden Indian from Wildman' s Cigar Store in Portland, passing it off as an extremely intoxicated seaman. Another story relates how he Shanghaied 24 recently deceased corpses and put them aboard the ship Flying Prince in 1893. The incident prompted a moral crusade and a police "shake-up" of the bars and brothels in Portland, but no one

arrested Bunco Kelly for the crime. Another time, Kelly Shanghaied two prostitutes, whom he disguised as men. Kelly went to prison for murder in 1894. The prosecution claimed that he had killed a man while trying to Shanghai him, but Kelly maintained that Sullivan & Co. had framed him to eliminate competition. Apparently someone believed him, for he received a full pardon in 1907 in response to a petition. Kelly gave up Shanghaiing, however, saying, "There is a curse on the sailor business.'' There are many legends about Shanghaiing, but sometimes documented fact is as strange as fiction . In 1899, Astoria papers recounted with amusement the saga of a Shanghaier who had been Shanghaied himself. Patrick Lynch, a notorious Astorian crook, went to Tacoma and made a deal with the watchman of the ship Rufus E. Wood: He would steal some of the ship's seamen and sell them to a different vessel. But the watchman was a double-crosser, and Lynch ended up as an unwilling sailor on the Rufus E. Wood, bound for Australia. The story came to light after he made a harrowing escape with a lifeboat off the shore of San Francisco and wired to friends in Astoria for help. There were several methods of Shanghaiing men and of getting them aboard ships. One old sailor reminisced to the Oregonian in 1933 that he began his seafaring career when, as a young man, he was tricked into signing ship's articles. While attending a party that began aboard a riverboat in Portland and em.led in Astoria, he anu several others signed a "passenger list,'' so that they could get home again. Their host took them to several Astoria bars, then asked if they would like to tour a deep-sea sailing ship. Once aboard the T.F. Oaks, however, the ten party guests were clapped into chains and told that they had legally signed on as sailors-when they thought that they were merely signing a riverboat' s passenger list. In Astoria, most waterfront bars and brothels were built on pilings over the river, so men who had drunk too much or had been drugged were easily smuggled to the ships via small boats. In Portland, historians have recently excavated part of a network of Shanghaiing tunnels that lead from Burnside-area buildings down to the Willamette River. Another old sailor told the Oregonian that those tunnels '' swallowed us up like whales," bringing them to berths aboard ships moored in the river. Other Shanghaiing dens in Portland included floating saloons, which were built upon barges. One Astoria dentist claimed that men were Shanghaied out of the county jail, after having been arrested on trumped-up charges. He said that there was danger of being taken by force from the city streets, if any man was foolish enough to walk unarmed after dark. The Daily Astorian, in an 1882 article, also observed that local methods of recruiting sailors included "beating and battering men over the heads and running them aboard ships," as well as stealing crews from fishing boats, which would drift ashore unmanned. Because of Astoria's position at the mouth of the Columbia, a ''jumping-off place for Oregon and the Northwest," this town had more trouble per square yard than any other place in the state, according to the paper. Other contemporary reports agree that, for awhile, Portland and Astoria's evil reputations as Shanghaiing towns rivaled that of San Francisco.

Reputed Shanghaiing tunnel under an old saloon at the N.W. corner of Front and Morrison in Portland, Oregon.

A letter, dated July 23, 1888, gives some insight into the plight of a landsman Shanghaied at Astoria: The other sailors, seeing that I was no seaman, got down on me and treated me like a dog. I had to take the fat meat that they would leave me or have none at all. They would make me cut tobacco and fill their pipes and wash their clothes, in fact I was working day and night, very seldom I had over three hours of sleep in one night. If there was anything to do I had to do it and if I forgot any little thing I would be treated very roughly. I resisted their cruelty once and got put in chains all one day and one night without a thing to eat or drink. When I got out the hard chaff bread tasted good. The worst of all they stole my clothes and divided them amongst themselves, and they were clothed warm while I was shivering in the cold, wet through, and no dry change. The writer rounded Cape Horn to England and received no wages at the end of the voyage. Though the letter does not say why he was not paid, it was often the case that Shanghaiers collected the sailor's advanced wages in lieu of debts, real or imaginary, owed to the Shanghaier for drinks or a stay in the boarding house. Eventually, seamen's unions prompted legislation that abolished advances of wages and helped control the hiring of sailors. At the same time, steamships were at last replacing sailing vessels on even the longest routes. Some sources indicate that this was the most important factor in the decline of Shanghaiing. A steamer required only about half as many seamen as a sailing ship of similar size, but could make quicker voyages and carry more cargo. This largely solved the manpower shortage in the merchant marine, thereby putting the Shanghaiers out of work. One Portland Shanghaier said, "By 1900 it was a starvation business. I got out of it.'' He became a prize fighter. The needs of the shipping industry were finally adjusted to the size of the labor market.




A SUCCESSFUL VOYAGE TO PORTLAND Under way on her own power for the first time since 1984, our lightship made a very successful round-trip to Portland between June 28 and July 6th. Thanks to the skill and extra hours of work performed by Exhibits Specialist Hamp Scudder in coordinating the ship's earlier dry-docking in Portland and subsequent additional maintenance at Astoria, the ship performed almost flawlessly. The only problem was with the ship' s well worn electrical generators. Everyone was quite impressed with the excellent general condition of the ship. The Columbia's visit to Portland attracted a good deal of favorable publicity for the Museum, and about 2,000 paying visitors toured the ship, which covered our operating costs. She also served as the focal point of special receptions at Portland and Longview, Washington. The h elp given by our many volunteers is greatly appreciated, as is the co-operation we received from the Portland Harbormaster and the staff of the Alexis Hotel. Special thanks are due to the Knappton Corporation for its great generosity and indispensable services. View from the Columbia 's m asthead as she m otored up the Willamette.

NEW MEMBERS, INCREASED SUPPORT(*), APRIL 1 - JUNE 30, 1988 LIFE Mrs . Wilbur J. Smith, Depoe Bay PILOT Capt. James E. Richards SUSTAINING Mr. & Mrs. Ike Bay, Portland* Mr. & Mrs. David P. Johnson* Ms. Janice M . Johnston, Portland Mr. & Mrs. James H. Morrison, Bellevue, WA Mrs. Paula T. Morrow* Mr. & Mrs. John M. McClelland, Jr., Bellevue, WA* Red Lion Motor Inn Mr. & Mrs. Bob Scheve* Mr. & Mrs. Jack L. Spence, Hammond Still Images SUPPORTING Mr. & Mrs. Brian G. Borton* Brownhill & Henningsgaard * Vern Cook Supply, Seaside* Mrs. Frank R. Gillard, Warrenton* Mr. C .A. Harrison, Wilsonville* Miss Ann Parks, Rockaway* Mr. & Mrs. Philip J. Ross, Clatskanie* Mr. David R. Thomas, Portland Capt. & Mrs. C.S. Wetherell, Vancouver, WA*

FAMILY Rev. & Mrs. W.C. Arbaugh Capt. J.M. Baldry, Ketchikan, AK* Mr. & Mrs. William B. Barnett* Mr. & Mrs. Evan T. Bash Mrs. Ernestine J. Bennett, Mercer Island, WA Mr. Gene R. Byrnes, Klamath Falls Mr. Gerald L. Carter, Bothell, WA Mr. Philip L. Dreher, Camas, WA Mr. & Mrs. Clarence 0 . Dreyer* Mr. Pete Fitch/Ms. Clare Brick, Detroit Mr. & Mrs. Paul Garay, Walnut Creek, CA Mr. & Mrs. Walter R. Grande, Portland* Mr. & Mrs. Mike Hediger Mr. & Mrs. Jack C. Jefferies, Boring Mr. & Mrs. David Johnson Mr. & Mrs. Sigurd Leback* Mr. & Mrs. Louis Marconeri Mr. & Mrs. Ronald L. Marsh, Warrenton Mr. & Mrs. Raymond Merritt, Warrenton Miss Karen Ann Moore, Gearhart* Mr. & Mrs. James J. Oja, Warrenton* Jack Olson Construction, Inc.* Mrs. Mildred Ragan, Oakland, CA* Mr. & Mrs. Lloyd Roalsen, Warrenton* Mr. & Mrs. Robert R. Roeser Mr. & Mrs. Donald Seebach, Hillsboro* Mr. Roy E. Snell, Portland Mr. & Mrs. Carl J. Tolonen, Darien, CT

Mr . & Mrs. Blaine L. Vernon* Mr. & M rs. Kenneth Lee Wirkkala, Ocean Park, WA Mr. & Mrs. Donald Ziessler, Gearhart INDIVIDUAL Mr. Kay A. Baker Mr. George F. Baumann, Philadelphia, PA Mr. Thomas J. Fordham, Pacific Grove, CA Historical Tours of Astoria Mr. Ron Jensen Mr. Hobe Kytr Mr. Robert J. Lennon, Jr. Mr. Michael L. Marlitt, Portland Mr. Wallace E. Martin, Eureka, CA Mr. Todd M. Neiss, Warrenton Mr. William D . Patrick, Canby CDR & Mrs. Paul Peterson, Warrenton Mr. Rick Rubin, Portland Mrs. Hazel G. Savola Mr. & Mrs. Wesley Shaner, Seaside Mr. & Mrs. O .L. Stoner, Indio, CA Mrs. Harriet D. Taylor Mr. Ken Ward, Seaside Mr. Rich Zahniser, Seattle, WA STUDENT Mr. Richard R. Baldwin

SPECIAL DONATIONS, APRIL 1 - JUNE 30, 1988 Anchor Graphics The Clark Foundation Digital Equipment

Hillman Properties Northwest Ms. Marguerite S. Moyer The Ogilvie Company

Adm. David L. Roscoe, Jr. Edith Randall (Honoring the wedding of Mr. & Mrs. Larry Kunz)




CHARLES EDWARD BUTLER Mr. & Mrs. Ronald C. Honeyman

EDWARD J. KOSKI Ms. Marie Henderson


INA CAMERON Mr. & Mrs. Cecil C. Moberg

AL KOSLOSKY Mr. & Mrs. Bill Whitten

AMOUR V. SMITH Mr. & Mrs. Cecil Moberg

JOHN & RUBY ELLIOTT Mr. & Mrs. Charles Haddix

LYLE V. LAMPMAN Mr. & Mrs. Perry H. Nordmark

NORMAN S. THOMPSON Mrs. Anne Steiner

JESSE S. ESTRADA Ms. Gladys H. Duncan Mr. & Mrs. Norman Forney Mr. Leonard Haga Mr. & Mrs. Carl Labiske Mr. & Mrs. Robert E. Palmrose

JAMES R. LOVE Mr. & Mrs. Toivo Kuivala

CARL H. TOLONEN Mr. & Mrs. Roy Aspen Mrs. Ellen J. Brach Mr. & Mrs. Robert Cordiner Mrs. Vera Craig Mr. & Mrs. Trygve Duoos Mrs. Laila S. Ey Mr. Andrew Grove Mr. Leonard Haga Mrs. Alice M. Harvey Mr. & Mrs. John Hirn Mr. & Mrs. O.A. Kiminki Mrs. Viola Kononen Aune Malmberg & Family Mr. & Mrs. Ralph Mattila Mrs. Elsie Olson Mrs. Ellen M. Peterson Mr. & Mrs. RugP-nP. Peterson Velare D. Planting Mrs. Bertha Raasina Ms. Lila Raihala Mrs. Tom Sandoz Mrs. Grace Savala Mr. & Mrs. Rodney Silva Mr. & Mrs. Arthur Tilander Mr. Andrew Tolonen Mr. & Mrs. Carl J. Tolonen Mr. Mark Tolonen Mr. & Mrs. Paul 0. Tolonen Mr. & Mrs. Wayne Tolonen Mr. & Mrs. Ray Utter Mrs. Helen Utti

KATHERINE L. GIBBS Mr. & Mrs. Toivo Kuivala Ms. Shirley Jean Nordmark Ocean Foods of Astoria, Inc. EMMA JOSEPHINE GRAICHEN Ms. Sue Klenz Mrs. Ethelyn Reneke Ms. Joyce Schoonmaker EINAR G. HJORTEN Ms. Mary Barnell Mrs. Harley Basel & Family Mr. Kenneth Beck Ms. Maryrose P. Beck Mr. & Mrs. L.A. Benson Mr. & Mrs. Richard Cawley Mr. & Mrs. Trygve Duoos Mr. Andrew Grove Mrs. Ailie Haines Mr. & Mrs. Lloyd Halsan Ms. Jean Hammons Mr. & Mrs. Elmer Hjorten Mr. & Mrs. Melvin Hjorten Mr. & Mrs. Paul Hjorten Mr. & Mrs. R.L. Hjorten Mr. Arvi Hynen Mr. & Mrs. Charles R. Keller Mrs. Dagney Kringstad Mr. & Mrs. Fred Leslie Mrs. Florence Lindgren Mrs. Dorothy R. Mickelson Mrs. Clara E. Miles Mr. & Mrs. Ruben Mund Ocean Foods of Astoria, Inc. Mrs. Alice P. Ohman Mr. Joseph Peschl Ms. Bertha Raasina Ms. Elisabeth Redding Ms. Shirley Hjorten Richards Mr. & Mrs. Clyde Richardson Mr. Don Riswick Mr. & Mrs. Dan Roberts Mrs. Sylvia Roberts Mrs. Astrid Wooley ISAAC KEMPT Mr. & Mrs. Charles E. Hansen

HAROLD S. MANUS Mr. Ed Classen Mr. & Mrs. Lloyd Classen Dr. John Jacobson Mr. & Mrs. Rd Lundholm Mr. James V. McCallister WALFRED H. MATSON Ms. Sue Klenz Mr. & Mrs. Dewey Maxson Mrs. Ethelyn Reneke Ms. Joyce Schoonmaker STEVE MILLER Mr. & Mrs. Ernest Kairala Mr. & Mrs. Gilbert Marxen Mr. & Mrs. Robert Smith Mr. & Mrs. Donald R. Tucker VERA MINKLER Mr. & Mrs. Ronald C. Honeyman HENRY "HANK" NILSEN Ms. Evelyn Abrahams Mrs. Helen E. Caspell Mr. & Mrs. Roy Duoos Mr. & Mrs. Trygve Duoos Mr. & Mrs. Harold Hendriksen Mrs. Annabell A. Miller JEMIMA PLUMLEE Capt. & Mrs. Kenneth McAlpin Mrs. Helen B. Tucker NORA H. POLKEY Mr. & Mrs. Johnnie R. Anderson Mr. Gary Foster Mr. Grant Foster Ms. Nancy Foster Ms. Norma J. Foster Mr. Albert Fransen Mr. Leonard E. Haga Mr. & Mrs. James Hogan Mr. & Mrs. Ben F. Jolma Ms. Lila G. Jones Mr. & Mrs. Toivo Kuivala Mr. & Mrs. W.I. Loomis, Sr. Mr. & Mrs. Ed Lundholm Mr. Robert Nikka Mr. & Mrs. A.W. Ostrom Ms. Mary Potreck Mrs. Sylvia Roberts Mr. & Mrs. John H. Sture

ROSE W. TOLONEN Mr. & Mrs. Charles E. Hansen Mr. Dick Jarvinen Mrs. Elsie Jarvinen JOHN R. VANOSDOL Mr. & Mrs. Arnold Curtis, Sr. Knappton Corporation Mr. & Mrs. Clarence Dreyer Mr. & Mrs. Dewey Maxson Capt. & Mrs. Kenneth McAlpin Dr. & Mrs. Robert D. Neikes Mrs. Carl H. Tolonen Mr. & Mrs. Paul 0. Tolonen Mr. John P. Syvanen SYLVIA VAUGHN Mr. & Mrs. Ernest E. Brown Mr. & Mrs. Robert Chopping Mr. & Mrs. Trygve Duoos Mr. & Mrs. George Fulton Mr. & Mrs. Charles M. Gustafson Mr. & Mrs. Eugene Knutsen


Sign On!



MEMORIALS, CONTINUED Mr. & Mrs. Mr. & Mrs. Mr. & Mrs. Mr. & Mrs. Mrs. Helen


Robert Macdonald Bob Phillips Matt Takko Dan A. Thiel U tti

TOIVO E. WAHLBOM Mrs. Gertrude Maki Mr. Melvin Maki CHARLES WATKINS Mrs. Ellen Tolonen


$5000 - Single Payment or Cumulative since 1962 LIFE MEMBER STEWARD $1,000 per year □ SUPPORTING $50 per year $500 per year □ FAMILY $25 per year SPONSOR $250 per year □ INDIVIDUAL $15 per year PILOT $100peryear □ STUDENT $7.50peryear SUSTAINING


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Mailing Address _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ _ __ City_ _ _ _ _ _ _ _ _ _ _ _ _ State _ _ _ _ _ _ _Zip_ _ _ __

DOCENT TRAINING TO BEGIN IN FALL One of the most important functions any museum can serve is in education for the general public. Like most other museums, we depend on a loyal corps of volunteers to help provide interpretive programs for visiting groups of all ages. Beginning in October, Education Coordinator Hobe Kytr will conduct classes for volunteers who wish to undergo training in order to qualify for giving guided tours of the Museum. Instruction will be given in interpretive techniques, as well as historical and technical content. Now is your chance to help make our rich maritime history come alive for others by joining this vital part of our museum community. Classes are tentatively scheduled for Monday mornings at 10:00 a.m. For further information, call Hobe Kytr at 325-2323.




ISSN 0891-2661

Mr. Richard C. Small of Portland kindly exhibited his beautiful steam launch, the Chester D, which he completed in 1981, on the Museum plaza May 14th for Maritime Week.

Non-Profit Organization

U.S. POSTAGE PA ID Astoria, Oregon Permit No. 209

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