V21 N3/4 Life in the Wake of the Outboard Motor

the

UARTERDECK

Vol. 21 No. 3/4

Summer/Autumn 1995

A review and newsletter from the Columbia River Maritime Museum at 1792 Marine Drive in Astoria, Oregon

Runabouts being prepared for outboard motor race in Astoria Regatta.

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Life in the Wake of the Outboard Motor Boating is more than a sport, it's a way of life. Small wonder its appeal is universal. From the hunter or angler who looks for peace and solitude in remote places, to the racing addict who seeks spirited competition and the adventurous traveler pursuing the ends of the earth, outboard motors are indispensable. And whether the boat be a small utility or a comfortable cruiser, it's something the family can enjoy together.

With the means to own and operate boats of their own, and the leisure to enjoy them, millions are finding in boating an antidote to tensions and stresses of high-geared life ashore.

There's more tonic for mind and body

in a trip by small boat than there is in the deck chair of a luxury liner.

In the search for recreation, the highway is merely a means to get to the water. With a portable boat strapped to the car-top, the outboard, camp gear, and fishing tackle stowed in the trunk, the boater is off to new lakes and streams.

Or the outboard cruiser is loaded on a trailer, hitched to the car and the family strikes out for distant waterways.

The recreational boating boom began with the invention of the outboard motor and trailer, which removed two of the principal obstacles to widespread boat ownership. The outboard brings the sport within reach of all whose boating is done on a budget. The trailer means

that none need be landlocked, however far from the water they may live.

Early outboard motors were called 'coffee-grinders,'' egg-beaters,' 'putt-putts,' 'li'l ol' kickers,' and quite a few less printable things. In their most primitive form they were just barely more powerful than the oars they replaced, and so cantankerous and unreliable that you wouldn't think of leaving your oars behind. Yet those who made their way safely to remote fishing grounds propelled by one of these contraptions counted themselves fortunate. Turn to page six and learn how inventors created the first outboards, and how these motors have changed the limits of work and recreation.

-Jan Kann

Afterguard Ward V. Cook, President Ted Natt, Vice President Carl Fisher, Secretary Robley Mangold, Treasurer Alan C. Goudy, Immediate Past Pres.

Jerry L. Ostermiller, Director

Board of Trustees: Darryl Bergerson Mitch Boyce Peter Brix Richard T. Carruthers, Emeritus Allen V. Cellars Maurie D. Clark Jack R. Dant Thomas R. Dyer Jon Englund Mike Foglia J.W. 'Bud' Forrester, Emeritus Walter Gadsby, Jr. Evelyn Georges James H. Gilbaugh, Jr. Alan Green, Jr. Don M. Haskell Eric 'Skip' Hauke Robert G. Hemphill W. Louis Larson Rod Leland Eugene Lowe John McGowan Anne Morden Ed Nelson, Jr. Richard Reiten Charles Shea June Spence Herbert Steinmeyer Willis Van Dusen Frank Warren

Museum Staff: Russ Bean Celerino Bebeloni Chris Bennett Karen Carpenter Trish Custard John Davis Safi Diamond John Dirschel Marietta Doney Cris Ek Charlotte Jackson Steve Kann Lynne Leland Jim Nyberg Rose Palazzo David Pearson Rob Rudd W. Hampton Scudder Mark Tolonen Justine Van Sickle Anne Witty Rachel Wynne

2

from the Wheelhouse ...

Life and Death On the Columbia River Bar On a day in January a major storm began to build on the North Coast.

That evening, enjoying the warmth of my living room fireplace, I turned on my radio scanner to listen to the river traffic. The high winds, driving rain and rough seas would soon make it unsafe for even the largest ships to transit the mouth of the Columbia. Familiar with these conditions, I knew it would only be a matter of time before the Coast Guard closed the Columbia River Bar to all vessel traffic.

As I listened to the scanner, I watched my home wind speed indicator surge in the storm, and then I heard it... a life and death call for help coming from the Columbia River Bar Pilots! A tragedy was in the making. One of the Bar Pilots had gone overboard during a transfer and his boat crew was unable to locate him. In this storm, with water temperatures around 40 degrees, he would only be able to live for a few minutes.

The high seas, strong winds, and fast currents made a rescue attempt by the Coast Guard extremely risky, with success unlikely. But despite the dangers of flying after dark in the storm to search for a man overboard in the vast ocean, the Astoria Coast Guard helicopter crew spotted Captain Mike Dillon and saved his life in a remarkable rescue.

I witnessed this near fatal event as I listened to the radio traffic throughout the rescue. And later, when Captain Dillon told me his incredible story, I knew that he had to be the featured speaker at the Columbia River Maritime Museum Annual Meeting and Banquet! His remarkable story of going overboard and feeling his life slipping away will leave you spellbound, and bring you as close to being lost at sea as you will ever want to be.

This is an event you should not miss. Captain Dillon's account will be an opportunity of the rarest kind, as such victims usually don't live to tell the tale. Find a good seat, enjoy an excellent dinner and the fellowship of other Museum members, then prepare yourself for a riveting firsthand story of Life and Death on the Columbia River Bar. In the meantime, remember the old sailors' adage: "One hand for yourself one hand for the ship!"

-Jerry Ostermiller, Executive Director

Mark your calendars now for the Columbia River Maritime Museum 33rd Annual Membership Meeting and Dinner on Friday, November 10, 1995

Exploradores ! ,..

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Artist's rendering of a longitudinal half-model of the Schooner Sonora in the new exhibit Exploradores! - Spanish Adventurers on the Oregon Coast.

Calling All Hands

The Columbia River Maritime Museum is planning an exciting new exhibit that will tell the story of Spanish exploration of our region's waters.

We are asking our members to make a special donation to support this new Museum exhibit.

the ship's travels through the region, her construction This spring the exhibit "Exploradores! - Spanish Adand cargo, and about daily life aboard an 18th century venturers on the Oregon Coast" will tell the story of Spanish trading schooner.

Spanish exploration of our We plan to offer hands-on acregion's waters. Our design intivities for visitors of all ages, includes a 52-foot long half-model reproduction of the Spanish sailcluding rope tying and compass Donations are needed to and sextant operation at the exing vessel Sonora and a reproduccreate the Exploradores! tion of the Sonora's ship's boat, hibit location. A teacher's guide exhibit and to develop with class activities and free the Buena Ventura. teacher training sessions for all The Sonora was built by the Exploradores! education schools registering for spring Spanish for trading trips from programs for visitors, field trips is also planned. We southern Mexico to Baja Califorschool children, and nia. Sailing north in 1775 along hope to introduce more than with a sister ship, the Santiago, the 40,000 children per year to this teachers. We hope that Sonora spent ten months at sea exexciting exhibit. you will support the ploring the Pacific Northwest.

The Exploradores! exhibit will Museum in this effort and The voyage led to many new disbe a great addition for your Musend your donation in the coveries, including the first sighting seum. We are setting out to raise of the Columbia River by a European $40,000 to create the exhibit and enclosed envelope today. explorer, Captain Bruno de Hezeta its educational programs - donaof the Santiago. tions from members are an imAt the Museum, the Exploradores! portant part of this effort. Please exhibit will teach visitors about this voyage and other join in supporting this effort with a special gift today.

Spanish exploration of our region. Our design includes In thanks for their support, donors of $25 or more will artifacts, replicas, charts and maps, and a mural debe listed on a sign at the exhibit. All donors will be inpicting life at sea. The exhibit will teach visitors about vited to a special Exploradores! preview night this spring.

Quarterdeck, Vol. 21 No. 3/4

3

Columbia River Maritime Museum News and Notes Museum Library Update For more than thirty years, the CRMM has been developing a maritime research library. We have thousands of books, pamphlets, and periodicals that provide a wealth of information on maritime history.

The Museum receives hundreds of research inquiries each year. Now, we are embarking on organizing our holdings into a modern computerized catalogue that will enable staff and researchers to locate printed information with ease.

Thanks to a generous grant from a donor who wishes to remain anonymous, we have been able to purchase special com-

puter software for cataloguing our books, as well as a new computer to run the programs on. We are delighted to have the tools to enter the library information age.

We'll keep you posted on our progress as, book by book, we enter titles, authors, subjects and call numbers into the growing database.

In the future, the library project will need a few good volunteers to enter information into the computer. If you would like to assist in this endeavor, please contact Chris Bennett, Volunteer Coordinator.

-Anne Witty, Curator

Life at Sea: Then and Now What was life like brought the paraboard a sailing ship ticipants into the in the 1800s? What is modern era aboard it like to be an officer the U.S.C.G. cutter or crewman aboard Steadfast. The morna modern Coast ing was filled with an Guard cutter? These in-depth tour of the questions and more cutter and a navigawere answered durtion exercise on the ing the two day Life bridge and in the at Sea workshop combat room using held at the Museum the cutter's state of in July . Open to the art navigational area middle school equipment. After aged students the lunch with the crew workshop provided on the mess deck, the participants with a students took to the hands-on look at water. Using the shipboard life .

Steadfast's rigid hull The first day of inflatable and the mothe workshop was tor lifeboat Triumph, spent learning skills the students learned needed by sailors boating safety and during the age of sail. boat handling by drivDr. Bud McKinney Astoria Middle School student David Graham ing the vessels. The started the day with assists in plotting the Steadfast's position using wet weather could in a tour of the Mu- sound powered earphones. no way dampen the seum focusing on whaling. Next the younghigh spirits of the novice boat drivers. sters became expert ropewalkers during a The workshop was deemed a big sucropemaking session. After a lunch of hardcess by the participants - who have altack and dried salt beef, the participants ready reserved their spots for the next one! headed to the lightship Columbia for a course This was surely a summer vacation event in knot-tying led by Buddy Custard. The that will be remembered for a lifetime. day ended with a signal flag hail and reply The Museum thanks the Officers and exercise developed by Russ Bean. Using the crew of the U.S.C.G. cutter Steadfast for International Flag Code, the students hoisted their joint effort in the program. The paremergency messages from the Lightship to ticipants were able to fully experience life a "rescue team" on the Museum's plaza. Exat sea with the combined resources of the citement built as anxious faces on the Museum staff and volunteers and our Lightship scanned the plaza for the reply neighbors in the U.S. Coast Guard. that would help them in their emergency.

-Patricia Turner Custard, The second day of the workshop Education Coordinator & Vistor Services

4

Small Craft Program The Museum crew has been very busy with small craft programs this year, including competitions and activities. We have big plans for hosting the 1996 Pacific Challenge next May. This will be a gathering of traditional longboats, Native canoes and ship's boats of 18th and 19th century design. For the first time, it will be held on the Columbia River, where participants will test their maritime skills with a special emphasis on charting as used by early Northwest explorers. Plan to join us on May 18-19, 1996 for an exciting meeting of boats, fun and maritime enthusiasts.

A highlight of this summer saw our Museum crew compete for the "King's Cup" in Canada in July. The Museum's 17-foot jolly boat, Peace & Friendship, a gift from Thomas Vaughan in commemoration of the 1992 Maritime Bicentennial, was prepared once again for the water. The crew volunteered more than 250 hours of maritime training and boat maintenance, then competed in the International Longboat Competition held at the Sooke Maritime Festival in Sooke, B.C. We're happy to report that we placed well in all events and are determined to go back and win U1e "King's Cup" next year!

In August, the Museum held its annual Lower Columbia Row-In at the 17th Street pier. In addition to various races, shoreside demonstrations of ropemaking, knot-tying, and a signal flag hail and reply event were ongoing throughout the day. Despite the (unseasonably) inclement weather that day, a great time was had by all.

-Hampton Scudder, Exhibit Specialist

Jeff and Jeff Return November 12th This pair of irresistible folksingers played to a packed house last year!

Jeff Warner and Jeff Davis return to CRMM to perform old time music and music of the sea on Sunday, November 12th, in the Kern Room. They combine traditional singing styles with banjo, guitar, fiddle, and mandolin for a harmonious look at America's musical past. If you' re curious about the dancing limberjack, bones, and nose flute, plan to join us for their second Astoria concert. Call the Museum at 325-2323 for details.

AlphaBoats Cruise Into Kern Room The little boats that lie tethered to the rings and stanchions of the old sea-wall are gaily painted as those I clambered in and out of in my childhood...

Sea Rat to Water Rat, in Kenneth Grahame, The Wind in the Willows.

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AlphaBoats: From Anchor to Zulu, an exhibition of mixed media paintings of boats by Portland artist Peggy Biskar, will be open from September 16, 1995 to January 12, 1996 in the Kern Room, This fall, enjoy learning about boats from zarocs and xebecs to canoes and dinghies through a special exhibition of mixed media paintings by Portland artist Peggy Biskar. Her show, AlphaBoats: From Anchor to Zulu, opens in the Kem Room on September 16th. It will run through January 12, 1996.

Peggy Biskar writes that her study of boats "began with a painting which paired a flat-bottom boat and an iron. These two

similar shapes and their metaphorical content represented for me the contrast between domesticity and the lure of adventure .. , " She spent about a year developing an alphabet of boat images, "The work began with my research about historical small craft, and my interest in the vast vocabulary of boat terms, particularly words which have multiple meanings: anchor, bow, hold, tender."

The resulting exhibition, AlphaBoats, vi-

Museum in a Trunk Thanks to the generous sponsorship of area businesses, the Museum Education department continues to develop and expand school programming.

Captain Gray's Sea Chest- a "museumin-a-trunk" program" - enables elementary school students to expand their geography, social studies, and critical thinking skills through an in-depth exploration of Robert Gray's voyages to the Northwest. Sponsored by The Daily Astorian, this "museumin-a-trunk" includes replicas, pelts, charts, videos, audiotapes and a Teachers' Guide that bring shipboard life and maritime history to the classroom. Captain Gray's Sea Chest is available for loan to schools throughout Oregon and Washington.

The Explorer's Tour, a self-guided tour

Quarterdeck, Vol. 21 No. 3/4

of the Museum, is currently being developed with generous sponsorship from U.S. Bank The Explorer's Tour will actively involve teachers, chaperones and students in learning about regional maritime history as they discover the Museum, A guidebook and "Discovery Boxes" - hands-on materials relating directly to an exhibit- will provide an educational experience for visiting school groups by enabling each teacher to be a tour guide and subject expert. The Explorer's tour will be an option for school groups beginning in the fall.

We thank The Daily Astorian and U.S. Bank for their support and commitment to providing excellent educational opportunities.

-Patricia Turner Custard, Education Coordinator & Vistor Services

brates with color, artistic skill, and a sense of adventure that reflect the artist's enthusiasm for her subject. Not surprisingly, Kenneth Grahame's The Wind in the Willows, the classic tale of boats, friendship and voyaging, is one of Peggy Biskar' s favorites. Excerpts from Grahame's text make this show a highly enjoyable experience for art and literature lovers of all ages. Don't miss it!

-Anne Witty, Curator

Q11JARTERDECK Voulume 21 No. 3/4 The QUARTERDECK is published four times a year by the Columbia River Maritime Museum, 1792 Marine Dr., Astoria, OR 97103 Editor, Karen Carpenter. Editorial Staff: Jerry Ostermiller, Anne Witty, Patricia Turner Custard, Rachel Wynne.

Photo and illustration credits: runabouts, page 1, CRMM archives; the Sonora halfmodel, page 3, S. Enge and G. Foster; middle school student, page 4, David Pearson; AlphaBoats, page 5, Peggy Biskar; Linnton, Oregon and West Oregon Lumber Mill, page 12, Laars Photography; Hawaiian Isles, page 12, CRMM archives.

Printed at Anchor Graphics, Astoria, Oregon

5

THROW

Outboard motors changed the way Americans work and play.

Waterways were never the same after the influx of outboard-powered boats. Remote fishing grounds became more accessible, speed boat racing became a great American sport, and marine jobs became more efficient. Many Americans today have an outboard motor, or remember one their parents or grandparents owned.

These motors changed America in an era of mobility, speed, and accessibility. The Columbia River Maritime Museum's special exhibition of outboard motors includes sixty outboards dating from 1911 to 1995 are displayed in the Museum's Great Hall. This retrospective look at outboards links American popular culture with a great historical invention. The exhibition runs through the Annual Meeting (November 10th), so come down and enjoy a nostalgic look at a maritime experience common to many - a recreational outing in an outboard-powered boat.

This article takes a closer look at the evolution of outboard motors from individual idea to booming industry.

THE

OARS AWAY

The Motorization of America In the early 1900s, the nation's industry was forging ahead, and American industrialists took their innovative ideas to commercial success. Automobile pioneer

The Evolution of Outboard Motors

by Jan Kann Henry Ford and outboard motor entrepreneur Ole Evinrude ushered in the new era of assembly line manufacturing. Mass production and new industrial opportunities made the commodities of daily life more affordable. Americans purchased automobiles and motorcycles for the road, and outboard motors for their rowboats.

The greater availability of motorized vehicles caused Americans to desire more more speed, more power.

Outboard motors did not evolve in a linear fashion, but as a series of parallel innovations. Once the outboard concept was developed in 1887, many brilliant minds set to work on developing the concept into actual engines. There was a great race to produce and perfect the outboard motor.

Outboard corporations were secretive with their designs, but aggressive with their sales and marketing. The combination of mass production and competition soon made outboards virtually commonplace in America for recreation and work on the water.

Waterman Porto motor, alias "Coughing Sara," the first successful commercial portable outboard. As his motors were produced, Waterman used the term "outboard motor" in his advertising - another significant first.

The Industry Leaders

Unfolding the history of each major outboard corporation shows a concentrated and competitive industry. Many of the men who launched the outboard industry were from the Midwest, and for more than thirty years, they led the industry in producing and perfecting outboard motors.

The big company names in outboard motors appeared between 1908 through 1940. These names of Evinrude, Johnson, OMC and Mercury are today almost household names and their products, developed in America, are used around the world.

Evinrude: Mass Production A Wisconsin farm boy, Ole Evinrude, launched Evinrude Motor Company in 1909 when he invented a rowboat motor that looked like a "coffee grinder." Legend has it that Ole began his design one hot August day when his sweetheart, Bess Carey, wanted some ice cream. By the time Ole rowed off and returned to their

In the Beginning

In the advent of the automobile, car topping and trailer hitches allowed boaters to travel to distant waterways. This image is an exaggeration. Hudson Motor Car Company was demonstrating the strength of the steel roof by loading a Chris-Craft and two passengers on top. Motor Boating, June 1935.

The Harthon patent of 1887 for a sternmounted, detachable steam motor prevented later innovators from claiming they had "invented the outboard." Evidence supports the fact that in 1898 Harry Miller built and demonstrated a 4-cycle gasoline powered, detachable boat motor.

But Cameron Waterman, in 1905 an avid fisherman and law student at Yale, was first to prove that an outboard motor could be marketable. While looking for a way to test a motorcycle engine he'd been working on in his bachelor apartment, he attached it to the back of a chair. This reminded him of the stern of a boat, and set his mind in motion. The result was the

1915 Evinrude detachable rowboat motor This 2 hp motor sold for approximately $75.00. Evinrude instruction book

1887

1898

1905

1909

1911

Harthon Patent

Harry Miller's gasoline powered detachable motor

Cameron Waterman's "Coughing Sara"

Ole Evinrude' s "Coffee Grinder"

Chris Meyer becomes Evinrude' s partner

6

picnic spot, the ice cream was melted and so was he.

Ole loaned one of his single cylinder, 2cycle motors to a fisherman friend, who returned from his expedition with orders for ten more. Bess and Ole (now married) hand-assembled and sold 25 motors. Bess wrote their first ad: "Don't row! Throw the oars away! Use an Evinrude motor!" Her words foretold the future for small boat users all over the world.

By 1911, the Evinrudes' business had attracted a partner. Chris Meyer, a tugboat firm owner, paid $5,000 for a half interest.

They rented a Milwaukee building, bought parts, and hired factory staff. Bess ran the office. Boaters from all over placed orders for Evinrude outboards. But the hard work ruined Bess' health. Ole sold out to Chris Meyer in 1913, and agreed to stay out of the outboard business for five years.

By 1919, Bess was well again. Ole celebrated the end of a five-year exile from the industry by producing a revolutionary outboard motor design - an aluminum engine weighing only 47 pounds. Faithful to the company that still bore his name, Ole presented the new outboard plans to Chris Meyer. Meyer rejected the idea, so Ole went back into business for himself with his new Evinrude Light Twin Outboard motor - referred to as an Elto.

Ole's new company, Elto, was an overnight success. Buyers snatched up the new motors, as they were easier to carry, ran smoother, and started more quickly than any outboard yet. It didn't hurt that every engine was stamped "designed and built

by Ole Evinrude."

Meanwhile, Evinrude Motor Company was unable to meet the stiff competition from Elto and Johnson Motors. Chris Meyer sold Evinrude in 1925, and the company changed hands twice more before it was purchased by Briggs and Stratton Corporation in 1929. Stephen Briggs lured Ole Evinrude into his new Outboard Motors Corporation (OMC) by offering him the right to reclaim commercial use of the Evinrude name.

Other successful companies were also developing in the 1920s. Several would eventually merge into industry giant OMC.

Johnson: Everlasting Trade Name In the mid-1920s, the Johnson Motor Wheel Company of Terra Haute, Indiana

fishing motors that were prized by anglers around the world. In the 1980' s some Caribbean Islanders still called all outboards Johnson motors, and any kind of outboard powered boat a Johnson boat.

Lockwood: Engineering Brilliance

"Until others find the secrets... outboard motor performance must remain exclusively with Lockwood," boasted a 1928 Lockwood advertisement showing engineers hard at work. Motor Boating, 1928.

was already a major manufacturer of outboard motors. Founded by the innovative Johnson brothers - Lou, Harry, Julius, and Clarence - the company grew out of the brothers' earlier work on inboard marine, airplane, and motorcycle engines.

The Johnson brothers had been building and racing boats powered by inboard motors of their own design for many years. It was only natural that they would decide to design an outboard motor around the motorcycle engines that they still had in stock when the advent of the affordable Model T automobile put them out of business around 1920. Assisted by Finn Irgens, a Purdue University student, they created a water-cooled, 2-cycle, 2-hp engine weighing 25 pounds. The Water Bug was reliably easy to start, could be tilted up for beaching and swiveled 360 degrees for maneuvering. It put Johnson Company on the map.

In 1925, Johnson announced plans for a big, heavy motor. Their competitors just chuckled. But they stopped laughing when the 80-pound, 6-hp Big Twin of 1926 made a light boat plane at 16 mph. Outboard speed became a craze, and Johnson took the lead. They pulled competitors into a cycle of factory-sponsored racing which would last well into the 1960s.

The company was overextended when the Depression hit, and went bankrupt in 1932. It was purchased by Stephen Briggs of OMC in 1935. Johnson became their best-selling line, producing high quality

Coincidentally, another four-brother team was making its mark by the 1920s.

The Lockwood brothers of Jackson, Michigan had been in business together since 1900, building inboard marine engines among a wide range of other things. In 1914 they marketed their first outboards, selling them direct as Lockwood-Ash motors and through Sears, Roebuck Company as Motorgos.

Finn Irgens, the young engineer who had helped Johnson Motor Company get its start, joined Lockwood in 1925. He pioneered several innovations, including "Lockwood-Pilot" steering, which kept the boat on course when the tiller was released, and a "silent" underwater exhaust system.

The company's fast models, the 27 mph Lockwood Ace, 35 mph Chief, and 40 mph Racing Chief had earned the company widespread respect by 1929. Lockwood was financially healthy when it merged with OMC in 1929. By 1930-31 the Lockwood logo had been dropped, and leftover Chiefs were sold

by Montgomery Ward as Sea King motors.

OMC: Industry Giant Briggs and Stratton Corporation, a large automobile parts and portable engines company, purchased Evinrude Motors in 1929. Stephen Briggs revived the company with $400,000, but still couldn't compete with Elto and Johnson. Briggs went on to purchase Elto and Lockwood, establishing the Outboard Motor Corporation (OMC) in 1929. Briggs' true interest in Lockwood was to acquire the brilliant chief engineer, Finn Irgens, who had earlier worked for Johnson Motors. Ole Evinrude was appointed president of OMC and was succeeded by his son, Ralph, in 1934.

OMC was a corporate umbrella for the individual motor companies, which kept their own brand names for marketing purposes and sustaining buyer interest. But in 1930, OMC dropped the Lockwood line to focus on its better selling motors - Elto and Evinrude. In 1931, OMC sold 10,291 mo-

1913

1914

1919

1925

1926

Ole Evinrude sells his partnership

Lockwood-Ash motors are marketed

Ole Evinrude forms Elto Outboard Motor Company

Chris Meyer sells Evinrude Motors

Johnson's 80pound Big Twin is produced

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1940

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1949

1947

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1958

1963

1969 1972

Thirty-two years of Mercury outboard motors. Each motor warrants a new innovation: 1940 - anti-friction needle bearings; 1947 - forged aluminum pistons; 1949 - four-cylinder-in-line, two-cycle engine; 1956 - ride-guide single-cable steering system; 1958 - hydraulic shock absorbers; 1963 - weedless low-level intake; 1969 - direct charge induction system; 1972 - corrosion resistant fiberglass and direct charge cylinder scavenging system, combined with new exhausts and induction system.

tors of the combined lines, outselling Johnson Motors for the first time.

In 1935 Stephen Briggs solidified OMC's monopoly by purchasing the Depressionweakened Johnson Motors Corporation for $800,000. OMC gained the reputable Johnson name, its motors, equipment and a manufacturing plant worth $1.5 million.

With this new growth, corporate president Ralph Evinrude changed the business name to Outboard Marine and Manufacturing Corporation. It was later shortened to Outboard Marine Corporation. By the mid1930s, OMC dominated the outboard manufacturing world. Then determined, hard-working Carl Kiekhaefer came along.

Kiekhaefer became a major manufacturer of outboard motors virtually overnight. By 1940, he had designed his own outboard, bearing the name Mercury. These splendidly engineered motors netted 16,000 orders at the 1940 New York boat show. Mercury became synonymous with fast, powerful, wellengineered, sleekly-styled outboards.

Liberal use of ball and needle bearings allowed the 1947 Mercuries to run in rpm

ranges dangerous to other outboards.

They outperformed everything else on the water. Engines with names like Lightning, Hurricane and Thunderbolt set speed records.

The 1954 Mark 20 H, which was a Mark 20 power head mounted on a Hydro-short Quicksilver racing lower unit, was the most popular speed motor in racing history. But performance didn't always add up to sales, so Mercury was forced to concentrate on

Mercury: High Performance Image Engineer E.C. "Carl" Kiekhaefer, of Cedarburg, Wisconsin, got into outboard manufacturing almost by accident. The door of opportunity opened for Kiekhaefer in 1938, when Cedarburg Manufacturing Company went out of business. The company had made outboards for Montgomery Ward Company, but folded when Ward cancelled the contract. Carl Kiekhaefer borrowed money to take over the failing business, intending to produce magnetic and electrical devices.

First he had to clear out an inventory of 300 defective Thor single-cylinder outboards. Seeing quick money, Kiekhaefer rebuilt and improved the engines. This convinced Montgomery Ward to contract his brand-new firm to revitalize all 300 motors. More orders followed, and most of the 1939 Thors were sold as Montgomery Ward's Sea Kings .

Mercury was well known for extravagant advertising stunts, some as outlandish as putting an elephant on water skis. Photograph courtesy of Mercury Marine.

1929

1930

1935

1938

1940

OMC is formed with purchase of Evinrude and Lockwood

Lockwood logo is dropped from OMC

OMC purchases Johnson Motor Co.

Carl Kiekhaefer purchases Cedarburg Manufacturing

Mercury is developed

8

cruising motors. The last new Quicksilver equipped racing outboard came out in 1958.

Carl had ruled his company with an iron hand, demanding perfection from himself and others. A master of flamboyant advertisement, he had staged such stunts as elephants on water skis, engines dropping from planes into lakes, and 50,000mile endurance runs to prove the strength, ruggedness, and reliability of his engines. He had parleyed 300 scrap engines into a vast outboard empire.

Founder Carl Kiekhaefer stepped down from the top when Kiekhaefer Corporation merged with Brunswick in 1961. The firm's name became Mercury Marine, which today remains one of the major American outboard manufacturers. Without his leadership, the company was never quite the same, though it continued to produce outstanding motors.

or hoisted on board. You think they're for the youngsters; yes, I know many of these youngsters, grandfathers some of them."

Because outboard motors were lightweight and easy to operate, anyone could captain an outboard-powered craft. Companies marketed to women and children,

A. Taschereau, prime minister of Quebec, were among the celebrities using Johnson outboard motors. Mussolini's son was also a Johnson fan. J. P. Morgan and President Theodore Roosevelt chose Evinrude. These were people who could well afford almost anything in the line of boats and motors.

Universal Appeal Bess Evinrude' s suggestion to "throw the oars away" - or at least tuck them out of sight - seemed to have universal appeal in the early 20th century. Outboard motors were convenient and portable.

They gave power and speed to anyone who got their hands on one. The StollMcCracken expedition of 1929 into Northern Siberia had used two Johnson motors to push their outfit along the Bering Sea coast of the Alaskan peninsula to Diomede Island. The Alaskan natives, when they saw the motor in action, wanted one to attach to their walrus-hide umiak (flat-bottomed boat). It worked perfectly, and they were so entranced with this modern marvel that the expedition had to let them have it. The proud new owners lined up every umiak in the village and took them all in tow, giving the whole town a continual joyride, until the fuel ran out.

The appeal of outboards cut across lines of wealth and class, age and gender. An editor of Motor Boating magazine commented in March 1928, "At least fifty percent of [outboard] owners are fellows who earn $35 a week or less. To these boys it is not a cheap proposition, but there is something compelling about the sport that forces them to buy first and afford afterwards." On the other hand, he went on to say, "look around any harbor in summer and you will see most of the largest and finest yachts with outboards tied up astern

Stafford H. Jennings built the first floating outboard motor sales and service center on the Willamette River in Portland, Oregon in 1929. 'l'en years later, the building had been moved to firm ground near the river. An expanded showroom featuring a complete lineup of Johnson outboards and new Chris Craft runabouts followed in the 1950s. Today, the company continues to supply outboards, boats and gear at the same location west of the Sellwood Bridge. Photograph courtesy of Staff Jennings, Inc. creating today's concept of the family outing on the water.

The advertising people were quick to feature women at the helm of outboard powered boats, in contrast to their more decorative role in ads for larger inboard engines and sailboats. By the 1950s, boat and engine manufacturers openly catered to women's demands for convenience, ease of operation, and decorator colors.

Outboard motors brought a common pastime to different social classes. Useful and affordable motors were the craze, and everyone was using them. A contest

by Johnson Motor Company in 1931 revealed that Mrs. Vincent Astor, Gonzalo N. Santos (Diputado al Congreso de la Union) of Mexico, Gifford Pinchot, former governor of Pennsylvania, and L.

Outboards Worldwide The outboard won hearts wherever it went, and it went nearly everywhere. A 1931 article marveled, "The manner in which the outboard may be tilted makes it possible to beach and launch boats from the shore just as if they carried no motor at all," An outboard invited the adventurous to explore. In 1916 A.V. Comings hooked a Ferro outboard on his rowboat and traveled the entire length of the Columbia River. Outboards have powered bamboo boats in the Philippines, native canoes in the Yukon, fishing boats in Norway, houseboats, rafts, even barrels, as well as sailing yachts and runabouts. They powered the original log broncs or boom boats in lumbermill ponds in the Pacific Northwest, replacing boom men. They've been instrumental in

1952

1954

1959

1961

1962

Johnson produces its 1-millionth motor

Mercury's Mark20 His produced

Johnson produces its 2-millionth motor

Mercury merges with Brunswick

Mercury Marine produces the world's first 100 hp motor

Quarterdeck, Vol. 21 No. 3/4

9

The start of a three-mile Class C event for outboards at Greenwich, Connecticut in August, 1927. Motor Boating, 1927. improving economies in third-world nations, enabling people in boats to take medical aid to remote regions, to map and film unexplored places, and even to discover a lost tribe. Outboard motors have helped Mounties in the Arctic and lifeguards along sunny beaches to save lives.

And they've ushered in completely new forms of entertainment, opening to the masses water sports which had previously been the exclusive domain of the wealthy.

With outboard powered boats, people have vacations, adventure and relaxation they couldn't have any other way, putting them on the waterways, in direct contact with geography, nature, and history all over the world. And of course, outboards have put the fishermen - commercial and sports alike - where the fish are.

Above all, however, it was racing which brought the outboard to the height of its fame and glory.

Speed Early outboard racing was not too exciting. Evinrude-powered canoes competed at speeds of 10 mph. The outboard race on Lake Pewaukee, Wisconsin in 1911 might well have been the first in America, though Evinrude claimed to have been in competition since 1906. In 1926, Johnson produced its 6-hp Big Twin P-30 motor, which allowed boats to plane and attain speeds up to 16 mph. Speed became a craze thereafter. Speed records were set daily, and all the major manufacturers turned to racing motors. Speeds improved by quantum leaps by 1928. In 1929, 40 mph speeds had been achieved.

Officially-sanctioned outboard races sprang up from coast to coast, with specific motor size classes ensuring fair competition. Speed records have been broken by residents from our own hometown of Astoria and local area neighbors. The Fly-

ing Finn, built and driven by Levi Sarajarvi of Astoria, triumphed in the Class B and free-for-all events at the 1929 Clatsop County Fair and the 1930 Cathlamet Regatta. Sarajarvi used a 16-hp Johnson motor and won a 4 1/2 mile motorboat race at Spokane, Washington in 1930. John Zonich of Raymond, Washington broke the world's straightaway speed record in 1950 in the C/Utility Class at Dallas, Texas.

He used a 22-hp Evinrude motor. Today's outboard racing record is held by Bob Warfinger of Seattle. His recent 176.556 mph speed is a far cry from the pioneers racing Evinrudes in Wisconsin at 10 mph!

Women and teenagers also took to outboard racing almost from its inception, setting many records in open competition.

Mrs. Very! Pantages established a new world's record with 37.776 mph in the Class A outboard races at Salton Sea, California in April, 1931. Then, in December of that same year, Mrs. Pantages broke a new mile speed record of 39.978 mph. Two of the last racing Mercurys that Carl Kiekhaefer developed in the late 1950s were aimed at women's and children's racing classes.

Outboard racing provided sport of a glorious kind for thrill seekers of both genders and all ages. Due, in part, to the fact that boat hull design had not quite caught up to the demands placed by putting the powerplant at the back of the boat instead of amidship, early outboard racing provided far more than its share of spectacular adrenaline surges. "The thrill of it, there's nothing like it," one man confessed in 1929. "A few feet of thin lumber, a roaring, pulsating engine, driving it over and through the water at an unbelievable speed, the perfect fleahopping movement, in the water one moment, the next in the air, slithering over the wake of another boat, jumping off the crest of a wave, never sure of where or when or how she'll land, that's thrill, that's how to keep young. It

calls for eternal alertness, for seamanship, if you want to keep right side up, that's thrill after thrill, and leaves a thirst for more!"

Beyond Recreation Outboard boats, according to an article in 1928, had "been used for racing, fishing, towing, exploring and as ferryboats and yacht tenders." New uses, it seemed were devised by the minute. The city of Boston, in 1928, employed an Evinrude powered round-bottom rowboat, affectionately dubbed "the Pup." It was used for fighting fires underneath docks and bridges. The following year, 31 Evinrude Light Twin motors were purchased by the Ontario Forest Patrol Corps of Sault Ste. Marie, Canada, to be carried in their patrol planes and used for fighting forest fires. Outboard motors, according to a note published in 1931, were being used to" spray insect powder in South America, pump water at high pressure in mining camps, aerate frozen lakes for the benefit of fish in South Dakota, and throw water on roughened skating rink ice to smooth it out in Loveland, Colorado." With a centrifugal pump attached instead of a propeller, OMC claimed that your outboard could "be used to supply cottage, garden, lawn, etc. with water."

Does all this make you want to take another look at old outboards? The Museum is exhibiting a wide variety of motors that represent the impact of outboards in maritime uses. Corne and see the story of how outboard motors changed America. The Museum has been delighted by the loans and donations of old outboards, and by the priceless assistance of individuals, collectors, and the outboard motor companies. The old, the new, the commonplace, the rare - from toys to electric trolling motors, folding outboards to showroom models, you'll see some truly ingenious examples of American marine engineering.

Great Books from the Museum Store

by Rachel Wynne

The Iron Fist

The

___

Iron Fist, The Lives of Carl Kiekhaefer, Industrial Caesar of a Marine Industry Empire. There is no better title for this book.

The history of the marine motor industry in the United States is one of genius, dynamic energy and cutthroat competitiveness. No one epitomizes this more than Carl Kiekhaefer. Every fiber of Kiekhaefer' s business life vibrated with passion. "To stimulate his national dealers to fever pitch, he hung Johnson and Evinrude outboard motors over enormous neolithic bonfires ablaze near his factories at Fond du Lac, Wisconsin, exhorting the nearly frenzied participants to 'Kill the enemy!' as the engines melted to

loduotdalC-.afa--,.emp1n,.

Bytbe--+---'-1~ "'-' ,, JEFFR

NGEN

globs of charred aluminum in the inferno."

His personal life was run with the same iron fist. His immediate family suffered tirades, harsh criticism and infidelity. Eventually becoming emotionally alienated, they tried to distance themselves from the dictatorial mandates and establish themselves in a world out of Carl's reach.

This is the story of a man possessed of great determination and skill who changed the face of the marine engine industry and the lives of everyone he associated with.

Iron Fist, The Lives of Carl Kiekhaefer, Industrial Caesar of a Marine Industry Empire,

by Jeffrey L. Rodengen, Write Stuff Syndicate, 1991 HB 24.95/22.45

Whatever Happened to the Old Outboards?

Many of us have fond memories of early morning fishing trips with dad or grandpa and we can still remember the little "kicker" that wheezed and sputtered into life only after some coaxing and physical strain.

Grandpa and dad loved those cantankerous and often unreliable motors and parting with them would have been more painful than trying to get them started. So many of them were retired to the garage

Red Scorpion Among the memorable features of the Museum's Great Hall are the periscopes of U.S.S. Rasher. Today, children find the periscope and pretend they are submerged and stalking the enemy at sea. However, Museum founder Rolf Klep found the 1940s fleet submarine tied to a pier on the banks of a slough in Portland, Oregon. She was destined to become scrap for a steel mill, a sad ending for one of the hardest working and most successful submarines of the Second World War. U.S.S. Rasher holds the distinction of sinking 18 enemy ships for a total of 99,901 tons destroyed - the second highest tonnage of the war. Her fifth patrol to the Philippines is the stuff of legends. In August of 1944, during a single night surface attack on a Japanese convoy, Rasher sank the escort carrier Taiyo and three marus (freighters).

Red Scorpion, The War Patrols of the U.S.S. Rasher covers all aspects of Rasher's wartime career. While reading like a novel, the book follows her from the time she slid down the ways to her ultimate demise at the hand of a scrapper's torch.

Red Scorpion, The War Patrols of the U.5.5.

Rasher, by Peter T. Sasgen, Naval Institute Press, 1995 HB 28.95/26.05

Quarterdeck, Vol. 21 No. 3/4

rafters, and there they stayed years after their usefulness had waned.

The outboard motor is a uniquely American innovation that launched a multimillion dollar industry. Millions of outboard motors have been manufactured in the United States, and many of the early ones no longer exist. The Old Outboard Book explores the early history of outboards and traces them through every make and

model since 1887. This book even covers the battery-powered toy outboards marketed from 1952 to 1962 by K+O Models, Inc. There is a price guide and rarity rating for collectors and those wanting to find out just how much grandpa's old "knuckle buster" is worth.

The Old Outboard Book, by Peter Hunn, International Marine, 1994 PB 19.95/17.95

The War to End All Wars There was Korea, there was Vietnam and dozens of smaller world conflicts, but an entire generation still refers to the Second World War as "the War." It spanned three continents, armed more men and women and produced more death and destruction than any other world conflict since. Now, Oxford University has given us a book to end all books.

The Oxford Companion to World War II is the most complete compilation of facts surrounding that terrible global conflict ever available. It is a hefty volume with an encyclopedia-like format. There are more than 1,700 entries ranging from extensive and detailed essays to concise definitions, diagrams, charts and personality profiles. You will find scores of analytical biographies of national leaders - Hitler, Stalin, Tojo, Roosevelt and Churchill, military leaders - Dietrich Bonhoeffer, Ho Chi Minh, General von Manstein and Marshall Timsohenko. You will find technological leaps, covert exploits and horrific atrocities, given thorough coverage. This book is a must for military scholars and armchair historians.

The Oxford Companion to World War II, I.C.B. Dear and M.R.D. Foot editors, Oxford University Press, 1995 HB 55.00/50.00

1-1

Mystery Vessel Identified Our last cover photograph elicited several informative letters. Gary D. Larsen of Portland sent two photographs that show the location of the bark Hawaiian Isles, identified by Harold Huycke who was aboard the ship in New Orleans in 1948. Thanks to all who wrote. We enjoy the responses and hope that you find them as interesting as we do.

Location, Location, Location According to Gary Larsen's letter and wonderfully detailed photographs, our" mystery" vessel was docked at the terminal 4 area on the east side of the Willamette River in Linn ton, Oregon. "The device at the stern [of the Hawaiian Isles] appears to be part of the loading conveyors or tower at the bulk storage facility. The bulk handing plant was completed November, 1920 and was adjoining pier 5 at terminal 4." Gary writes that the mill and dock in the background is the West Oregon Lumber Mill. It is 900 feet long and located on the west side of the Willamette River.

The Bark Hawaiian Isles

The profile of the hill in the background of the lithograph is Linnton, Oregon, on the west side of the Willamette River. Photograph taken in 1994.

The background of the lumber mill in the lithograph is West Oregon Lumber Mill which is located in Linnton, Oregon. Photograph taken in the fall of 1956 from terminal 4, slip 1.

12

The photo is undoubtedly the fourmasted bark Hawaiian Isles. There are a few distinctive features which help with her identity: the bowsprit coming out of the fore deck, with no distinctive beak beneath the bowsprit as so many ships of that time had. She has double hawsepipes, which is not very unusual, but the Hawaiian Isles did have this feature . It appears from limited view that the ship is a single t' gallant fourmasted bark, which the Hawaiian Isles was.

The Hawaiian Isles is a very well known ship, built in Scotland in 1892 for San Francisco owners, and was operated under the Hawaiian flag, until she came under American registry. She was later the Star of Greenland, one of the famous Alaska Packers Association ships, sold to Sweden in 1929 and thereafter, till 1942, operated by the Abraham Rydberg Society and known as Abraham Rydberg. After she went to the Portuguese in 1942, she was gradually cut down to a motorship, operated in the Gulf of Mexico and North Atlantic till about 1958 and finally scrapped in Italy. Her longtime Swedish master, a friend of mine named Oscar Malmberg, died only last September in his home town of Halstad, Sweden.

Her history has been printed and preserved in any number of places, and I have a pretty good record of her voyages, various owners, some data on her captains and crews, and fairly long career. I was aboard the ship in New Orleans in 1948 when she was pretty well cut down.

-Harold Huycke

Descendants of the First Sailors Visit the Columbia River Thousands of years ago the Polynesian peoples began sailing the Pacific Ocean.

They scattered themselves across half the South Pacific in a wave of migration that began in the Philippine Islands and did not stop until it had reached the northernmost island grouping, the Hawaiian Islands. Isolated by thousands of miles of open water, the early Hawaiians established a vast network of intra-island water routes, some of them many hundreds of miles apart. Voyaging to neighboring islands was of great socioeconomic importance, for trading, spiritual journeys and conquest could only be accomplished in this manner.

This spring, a group of Hawaiian sailors set out from the Hawaiian Islands with two traditional multi-hulled replica voyaging canoes, Hokule'a and Hawai'iloa. This group of sailors and their canoes have mastered the ancient art of wayfinding, or instrument-free navigation. They came to the Pacific Northwest on a mission of education and rediscovering their Hawaiian heritage, sponsored by Wayfinders of the Pacific, Hawai'i Maritime Center, Polynesian Voyaging Society, and many other state and local organizations.

The duo landed in Seattle and sailed north to Vancouver, B.C. In May, the voyaging canoes separated. The Hawai'iloa headed north to Juneau, Alaska and the Hokule'a swung south towards San Diego, California. On her southerly ambassadorial trip, the Hokule'a made Astoria one of her Columbia River stops. The Columbia River Maritime Museum was her home for several days and the crew bunked aboard the lightship Columbia WLV-604, where they enjoyed sleeping in real beds and taking hot showers. Museum staff greatly enjoyed getting to know the crew of Hokule'a and their support team. Conversations with Captain Kimo Lyman and Cultural Advisor Kaniela Akaka revealed that the wayfinders had encountered something unexpected and very rewarding from the moment they arrived in the Northwest. At every port of call, they met overwhelming numbers of descendants from the first Hawaiians to have come to the Pacific Northwest. These descendants are among the people of the Canadian First Nations and Native American tribes, who intermarried long ago with Hawaiian emigrants.

Who were those first Hawaiians? History tells us that merchant ships from the late 1700s carried away native islanders. After this time it became common for commercial ships to carry away both men and women along with their regular provisioning. When the ship Tonquin entered the Columbia River in March of 1811, she brought

Quarterdeck, Vol. 21 No. 3/4

with her twelve islanders, replacements for the men who had deserted in Hawai'i. The Tonquin's captain, Jonathan Thorn, was under orders from John Jacob Astor to establish a fortified trading post on the Columbia River. This was to be Fort Astoria.

The island crewmen proved themselves to be invaluable when the Tonquin attempted to cross the Columbia River Bar in the rough conditions found in March. Thorn gave the command to lower two whaleboats and take soundings. That decision proved to be fatal. One boat was lost with seven men, and the other was swamped, and two men drowned. This boat had two Hawaiians on board and they were able to cope with the rough water conditions due to their physical strength and superb abilities as swimmers. One of the survivors later wrote that he witnessed the two islanders right the capsized whaleboat, bail out water and recover one of the oars. They were then able to haul him into the boat and save his life.

In May of 1812, a second Astor ship, the Beaver, arrived at Fort Astoria from Hawai'i bringing an additional twenty-six contracted island laborers. After the Tonquin and the Beaver departed, some of these Hawaiians stayed on under contract with Astor Pacific Fur company to finish the construction of the fort. One of these was John Coxe, so named for his resemblance to his namesake, a crewman aboard the Tonquin. Coxe, whose real name was Naukane, was part of the royal Hawaiian extended family and was sent to act as royal observer by King Kamehameha to protect his peoples' interests.

Early in July of 1812, the Fort was completed. John Coxe was released from his contract with the Pacific Fur Company. He then signed articles with the North West Company of Montreal. He left the fort with the explorer and surveyor David Thompson, who had been resting up for a week before returning overland up the Columbia River Basin to Canada. After reaching Fort William on Lake Superior's Thunder Bay at the end of July, 1812, they learned of England's declaration of war on America. Coxe found his way aboard H.M.S. Racoon, bound for the Pacific Northwest to seize Fort Astoria. When the ship arrived, they discovered that the fort had peacefully negotiated its own purchase with representatives of the North West Company who had come by the overland route. When the Racoon sailed away, John Coxe was not aboard. He decided to stay at the newly dubbed Fort George, now a British post, with the remaining original twenty-six Hawaiians until

The Hokule' a is a replica of an ancient multi-hulled voyaging canoe used by the Polynesians. Photo courtesy of Hawai'i Maritime Center.

1814, when he returned home to Hawai'i.

Although the history books give dates for the first Hawaiian Islanders to visit the Pacific Northwest, there may have been some who preceded these. According to Kaniela Akaka and more than a few anthropologists, it is quite possible that voyaging canoes may have made it as far as the Queen Charlotte Straits and Vancouver Island possibly as early as 11 AD. Hawaiian sailors may have headed north to look for other islands and could have been caught in the strong Kuroshio current, which fans out into the North Pacific Drift. The course of the current sweeps across the Aleutian archipelago, down through the coastal waters of Southeast Alaska and Canada.

The ancient Hawaiian voyagers were expert sailors and navigators. Their maritime knowledge and skills may have been enough to carry a few lost canoes to landfall in the Pacific Northwest.

For the crew of the Hokule'a, making contact with the descendants of those first Hawaiians was the realization of a dream.

When they finally reach those tropic shores with warm beaches and waving palms, these voyagers will return home with more than they started out with.

"Mahala" to the crew of the Hokule'a for sharing their heritage and knowledge of the ancient wayfinding skills with the Columbia River Maritime Museum.

-Rachel Wynne, Museum Store Manager

13

New Members Ensign/Individual David D. Chomeau John Gaw Dale W. Lange Joyce H. Mack Norma McGregor Lucille Perkins Charles Sherrod Gordon Umino

Crew/Family Mark Acuna

April 1 - July 31, 1995 Margaret Martin & Allan Schulz David & Robin Miller Mitch & Toni Mitchum Ed & Evie O'Brian Rob & Lois Pearson Bob & Grace Rudd John Rylkki Harold Stewart Mark, Kari & Ryan Walsh Sam Wardle

Rex & Nancy Anderson Andrew & Darlene Borland Lorraine Bourland & Priscilla Strom-Bourland Stephen & Caroline Brandt Lawson W. Brigham Pamela F. Bulkley Henri Chomeau Sali Diamond H. Hubbell Douglas Karnes Mr. & Mrs. Patrick Kirrane Mr. & Mrs. Jonathan Krebs

Helmsman

Dr. & Mrs. Everett E. Jones Mr. & Mrs. Robert W. Turner

Boatswain Jane & Frank Foti American West Steamboat Company

Pilot Astoria Lions Club Richard G. Reiten

Edgar G. Bletcher, D. D.

Increased Memberships - April 1 - July 31, 1995 Crew/Family

Helmsman

Boatswain

June Spence

Evelyn Cooper Captain & Mrs. John Hafenbrack C. E. Pritchard William R. Schultz Ray A. Williams Mrs. Henry Wilsen Matt Winters

Mr. & Mrs. Ted Bugas Adeline B. Daum Mr. & Mrs. Arthur Huber Jean E. Larson Donald W. Magnusen Thomas F. Mannex Irene Martin John McClelland, Jr. Dorothy R. Mickelson

Captain & Mrs. Barry A. Barrett Bikes & Beyond Brownhill & Henningsgaard, Attorneys Peg & John Christie Mr. & Mrs. Alan Goldsmith

Navigator

Pilot

Brusco Tug & Barge, Inc. Ted & Diane Natt S. S. Johnson Foundation

Jerry Ostermiller Rob Rudd

Astoria Warehousing Inc. Henningsen Cold Storage, Company

Captain

• Memorial Donations - April 1 - July 31, 1995 Lowell W. "Slim" Altheide

Loretta Barbara Bonnell

Marcus F. Elfving

Herbert A. Jalonen

Paul & Louise Phillips

Howard & Mary Lovvold

Mr. & Mrs. Toivo Mustonen

Ed Lundholm

Thomas D. Anderson

Diane Chaney

Vince Fauver

Marilyn E. Jylha

Allan J. Bernhoff Ed Lundholm

Mr. & Mrs. Jack R. Dant

Bill & Madonna Pitman

Mr. & Mrs. Robert M. Oja

Don 0. Corkill

John E. Griffith

Sigrid M. Kamara

Virginia M. Estoos

Ed Lunholm

Allan J. Bernhoff

Mr. & Mrs. Harry L. Larson Mr. & Mrs. Carl Bondietti

John F. Gustafson

Bill Kennell

Blanch Almira Ballew

Juanita M. Dichter

Donald V. Riswick

Mr. & Mrs. Robert N. Terrall

Jim & Irene Ochal Mr. & Mrs. Wallace Martens

The Howard Hedrick Family Mr. & Mrs. Sion Wentworth

Herbert Theodore Hacker

James F. Kindred, Jr.

Mr. & Mrs. D. E. Link

Paula T. Morrow

Robert L. Hjorten

Arnold Krippendorf

Melvin H. Iverson Margaret I. Hughes

Donald V. Riswick

Marjorie J. Arnold

Jayne W. Ballman

Gladys Haglund Duncan

Mr. & Mrs. Charles E. Hansen Bill & Madonna Pitman

Grace & Kelly Larson Dorothy Labiske Harriette E. Forney Henningsen Dairy Ola F. Labiske Mr. & Mrs. Kenneth Lockett Emmy Oren G. John Haglund Mr. & Mrs. Paul Reimers Mr. & Mrs. Wayne Tolonen Mr. & Mrs. Ron Walther Marva Jean Frisbie Stewart & Charlotte Cameron Walter & Dolores Schade

Mr. & Mrs. Charles Beatie Mr. & Mrs. Charles Boyce

Betty Belcher Marilyn & Carl Utzinger

Kenneth Skei Berg Donald V. Riswick

Edith Henderson Bletcher Edgar G. Bletcher, D. D.

14

Florence E. Larson

Sylvia E. Holm

Dennis & Karen Larson

George Kesti Mr. & Mrs. Harry L. Larson

Carl K Lofgren

Lillian Joan Holton Mr. & Mrs. Harry L. Larson

ArviJ. Hynen Mr. & Mrs. Walfred Degernes

Mrs. Helen A. Anderson

Rudy Lovvold Mervin & Elva Mae Andersen Borghild S. Coleman Leonard Haga Mr. & Mrs. D. E. Link Annabell Miller

Mr. & Mrs. Kenneth E. Moore Mr. & Mrs. Ward Paldanius Margaret Waisanen

Alexander Luft

Mr. & Mrs. Paul Tolonen Margaret Waisanen

Fl.orence Marie Paaso Clara E. Miles

George & Helen Blinco

Albert W. Palmer

Henry Armas Lunki

Clara E. Miles

Donald V. Riswick

Jim F. Parker

Leila I. Marincovich Mr. & Mrs. Heinz J. Fick Curtis Olsen & Becky Myers

Melvin "Mac" McCleary

Mr. & Mrs. Carl Bondietti Doanld V. Riswick

Captain Patton Douglas & Marie Hopkins

Mr. & Mrs. Harold Jacob Mr. & Mrs. William M. Kline Mr. & Mrs. Eugene Knutsen Martha L. Lambert Walt & Doris McManis Mr. & Mrs. Perry Nordmark Conrad & Carolyn Petersen Scott A. Seppa Ruth L. Shaner Carolyn, John, Connie & Christine Shepherd Truman & Kathleen Slotte June Spence Mr. & Mrs. Mark Tolonen Mr. & Mrs. Leonard Truitt Bob Williamson

Buddy Hoell Bill & Madonna Pitman Laura Samuelson

William Clyde Perkins, Sr. Mr. & Mrs. Gene A. Hill

E. H. Smith

Michael Francis Mcswain

Ernest J. Pesio

Mr. & Mrs. Louis J. Kennedy, Jr.

Dennis & Karen Larson

Mr. & Mrs. Raymond V. Johnson

Eleanor L. Sorrels

Linda Mumma

Paul Reimers

Paula T. Morrow

George R Netzel Mr. & Mrs. Charles E. Hansen

Axel Hendrick Niemi Eldon & Betty Korpela Sylvia Roberts

David A. Nov/an Bill & Madonna Pitman

Edward M. Opdycke Paul & Louise Phillips Theresa Wilson

Arvi W. Ostrom Mr. & Mrs. Gerald H. Carlson Pat & Alice Codd Leonard Haga Mr. & Mrs. Sven B. Lund Ed Lundholm Marlyss Nelson Armas & Thelma Niskanen Sylvia Roberts

Mr. & Mrs. Arthur Chan Mr. & Mrs. Sigfred C. Jensen Dorothy Labiske Mr. & Mrs. Robert Palmrose Mr. & Mrs. Warren Skaggs, Sr. June Spence

Arthur L. Speke Truman E. Slotte

Bill Stafford Marcella L. Hatch

Charles F. Stuck

Donald W. Shaw

Mr. & Mrs. Harry L. Larson

Doug & Terry Arnall Mr. & Mrs. Robert Chopping Mr. & Mrs. David D. Corkill CRMM Staff & Volunteers Patricia & Buddy Custard Marietta Doney Ted & Kathleen Douglas William C. Elder Trudy Enke Fishhawk Fisheries, Inc. Mary Freeman & Bonnie Flemming Mr. & Mrs. Harold C. Hendriksen Alice W. Herrmann Frieda W. Jack

Robert/. Tagg

Special Donations Anchor Graphics Astoria Lions Club Captain J. M. Baldry Pete J. Brix Mr. & Mrs. Bob Canessa Howard Chastain Maurie Clark

Mr. & Mrs. William H. Bishop

Costco Wholesale Daniel N. David Thomas Dyer Leonard Ellis Mr. & Mrs. J. W. Forrester Captain & Mrs. Rod Leland David Kruger

Dixon J. Scoffern

Alice Tolonen Beverly Aspmo Mr. & Mrs. 0. W. Beasley Mr. & Mrs. Philip J. Blair Mr. & Mrs. C. Delmer Boman Mr. & Mrs. Ernest E. Brown Wallace & Betty Carlson Mr. & Mrs. Kenneth Carlstrom Dorothy L. Churchill Mr. & Mrs. Don Fisher Edwin Fisher Stella & Thomas Elliott Mr. & Mrs. Russ Fluhrer

Norman & Idamae Forney Henningsen Dairy Mr. & Mrs. Carl R. Hertig Mr. & Mrs. Ellis Hill Mr. & Mrs. John E. Hill Ailie Huhtala Mr. & Mrs. Richard K. Jackson Mildred & Bob Jones Mr. & Mrs. William R. King Mr. & Mrs. Toivo Kivisto Dorothy Labiske Ola F. Labiske Mr. & Mrs. Ernest E. Larson Wally Larson Florence Lindgren Joann & Edward Lovatt Ed Lundholm Sylvia Mowrey Mr. & Mrs. Henry M. Niemi, Sr. Mr. & Mrs. Martin Nygaard Frieda Obrist Mr. & Mrs. Robert M. Oja Mr. & Mrs. Orvo Piippo Michael & Sandie Ramsdell Sylvia Roberts William & Mildred Simonsen Mr. & Mrs. Darrell Standage Mr. & Mrs. Carl J. Tolonen Mr. & Mrs. Mark Tolonen Mr. & Mrs. Paul Tolonen Mr. & Mrs. John R. Warila

Donald R Tucker Mr. & Mrs. J. E. Grove Mr. & Mrs. Harry L. Larson Waller E. Larson Mr. & Mrs. Harold Slrassen

Beatrice E. White Mr. & Mrs. Eugene Knutsen Mr. & Mrs. Harry L. Larson

Teresa Woods Bill & Madonna Pitman

April 1 - July 31, 1995 Maritime Studies Program John McGowan Ted & Diane Natt Kurt Nelson Oregon Chapter, US Lighthouse Society, Inc. Jerry Ostermiller

Rob Rudd Charles Shea Teamsters Council #37 US National Bank Captain & Mrs. C. S. Wetherell Wheeler Foundation

rr'fianfc 'You A membership telephone survey was conducted to learn more about our members. We learned what our members enjoy about the Museum and aspects of their membership. A special thank you to those who participated.

Quarterdeck, Vol. 21 No. 3/4

15

SPECIAL EVENTS Annual Meeting and Banquet November 10, 1995

Annual Holiday Program December 10, 1995

Mark your calendars for Friday, November 10th for the 33rd Annual Meeting and Banquet at the Astoria Golf and Country Club in Warrenton. A no-host cocktail hour begins at 5:30 p.m. with the annual membership meeting at 6:30 p.m., followed by dinner at 7:00 p.m. Special guest speaker Captain Mike Dillon, Columbia River Bar Pilot, will tell his life and death tale of surviving a ship transfer accident in the midst of a vicious winter storm. Watch for your invitation in the mail.

The time is here for ringing in the holiday season with the Museum's annual Holiday Program, Sunday, December 10, 1995. Our doors are open from 9:30 a.m. to 5:00 p.m., with free admission to the Museum galleries. A special holiday program beginning at noon will bring you musical festivities with many local choral and performing groups.

We are excited to announce that our feature performers are William Pint and Felicia Dale. The well-travelled duo, from Seattle, combine traditional sea chanties and folk songs with a touch of their own invention. They also play contemporary melodies and ballads of the sea with a variety of styles and instruments.

A book signing gala will be hosted by the Museum Store. Among other outstanding authors, Pulizter Prize winner William Dietrich will be signing his thought-provoking Northwest Passage. Don't miss this fun filled event - perfect for the whole family!

COLUMBIA RIVER MARITIME MUSEUM 1792 MARINE DRIVE ASTORIA, OREGON 97103

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USSN 0891-2661

Non-profit Organization U.S. POSTAGE PAID Astoria, Oegon Permit No. 328