V24 N1 Lifesaving Craft Tell Vivid Story

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Join guest writer William D. Wilkinson, one of the world's foremost authorities on rescue and lifesaving craft, for a look at the colorful history of this breakthrough lifeboat beginning on page 6.

Recently, the Museum added an important rescue craft that brings the story up to present day. The 44-foot motor lifeboat #44300 was built in 1962 (the same year

Lifesaving Craft Tell Vivid Story

The bar and mouth of the Columbia River-weather-ridden, unpredictable, and sometimes treacherous-have generated over a hundred years of rescue and lifesaving activity. In recorded history, over 2,000 vessels have come to grief in this immediate area.

that the Museum was launched), and spent her last 15 years at Cape Disappointment. Recently, when replaced by the 47-foot motor lifeboat, #44300 came to occupy a place of honor at our Museum

-Anne Witty, Curator

Vol. 24, No. 1 Winter 1998

the UARTERDECK

A 44-foot motor lifeboat in heavy surf off the Oregon Coast. U.S. Coast Guard photo.

The Columbia River Maritime Museum is in a unique position to tell a powerful story of the most notorious bar crossing in the world, the drama of shipping in peril, and the development of sophisticated rescue response to save life and property.

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

The Museum's permanent collections contain a wide variety of artifacts documenting the U.S. Coast Guard and its predecessor agencies, the U.S. Life Saving Service and the U S. Revenue Cutter Service We collect these items to tell a compelling tale, and to provide a tangible link to the heroic stories of wreck and rescue on our coast.

Senator Mark Hatfield

Eugene Lowe

Ted Zell

Russ Bean

Nikki Bryan

Arline Schmidt

There is still much room for conjecture about the origin of the Spanish rigging block, but we now know for certain that this object, found so casually by a beachcomber just like you, is the real thing. (Stay tuned for an upcoming article by Neil Peterson, who will present an historical overv iew and the most likely identification of the vessel)

Jim McClaskey, Vice President

Bonnie Kozowski

Jennifer Miller

W Hampton Scudder

Captain Rod Leland

Frank M. Warren

During the Christmas holidays, Neil telephoned to share exciting news The tree that this wooden block was made from was cut down approximately 316 years ago. That would be around 1681-the period of the Spanish treasure galleons. Imagine cutting down a small forest to build a Spanish galleon, aging the timber a bit, and then building the ship over a period of a few years Then the ship sails to the New World and, after numerous adventures, sails from Acapulco to Manila to be loaded with Asian treasures such as porcelain, gold, exotic fabrics and spices, and perhaps even beeswax. After returning across the Pacific, she crashes into the Oregon coast. It would be so easy in a storm or in fog, as charts were nonexistent, and without sight of the sun, there would be little warning before it was too late

Board of Trustees:

Scott Palmquist

Peter Brix , Emeritus

Celerino Bebeloni

Rob Rudd

Stephanie Kiander

Willis Van Dusen

Richard T. Carruthers, Emeritus Ronald Collman

Herbert N. Steinmeyer

Elaine Rusinovich

Sheila Radich

We showed the relic to a maritime specialist from Spain. He identified its style as typically Spanish, and quite old. Yet our questions remained unanswered. Just how old was it? Was it the real McCoy, or a modern fake? Could it fit the reports of the lost Spanish ship scholars suspect may have wrecked on the Oregon Coast? To answer these questions, we enlisted the help of the University of Oregon Laboratory of Anthropology. Neil Peterson, a student researcher, removed a sample of the wood and sent it to the radiocarbon dating lab at University of Washington. This lab is one of the most modern in the world, and could date the sample to a previously unattainable accuracy: plus or minus 12 years.

Don M. Haskell

Don Magnusen, Treasurer

Mitch Boyce

Jack R. Dant

Museum Staff:

Chris Bennett

Ken M Novack

Karen Carpenter

Graham Barbey

-Je r ry L. Ostermiller, Executive Director

As members, we all benefit from the research the Columbia River Maritime Museum pursues However, as a person who walks the beach, I find it tremendously exciting that some truly great discoveries are still out there. By the way, are you doing any storm watching and beachcombing this winter? If so, keep a weather eye out for the Museum

J.W. 'Bud' Forrester, Jr., Emeritus

June Spence

Not long ago a resident of Lake Oswego was combing the beach looking for wood to fuel his campfire. He found a wooden object about the size of a football sticking out of the sand, and it aroused his curiosity. He decided to bring this find to the Museum for identification. We were able to tell him that it appeared to be a wooden rigging block that was used aboard a sailing ship, an old sailing ship . Its style was very unusual, unlike any other in our collections. The fact that he found it on a north Oregon Coast beach created a lot of speculation. Could it be that this well-preserved piece of ship rigging was historically significant? Could it be a new discovery, a surviving shipboard relic of one of the oldest and most elusive shipwrecks in the Pacific Northwest?

Chet Makinster

Lynne Leland

Charlotte Jackson

John McGowan, Emeritus

TedBugas

Ward V. Cook

Afterguard

Dr. James H. Gilbaugh, Jr.

Joseph Tennant

Whenever I walk the beach I entertain thoughts of find i ng a treasure of some kind : an artifact from some long forgotten shipwreck, a note in a bottle , or perhaps just a glass fish-float for our mantel. But as people who live near the beach know, finding real treasures today is the stuff of novels and imagination . With the huge numbers of visitors to our coast every year, the sands have been picked clean for generations. There seem to be no real treasures left, only plastic debris, broken sand dollars, and driftwood. All the great discoveries were made many years ago or were they?

Jim Nyberg

Cheri Folk

Walter Gadsby, Jr.

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Robley Mangold, President

Chris Maletis

Samuel C. Wheeler

Trish Custard

John Davis

Jerry L. Ostermiller, Executive Director

Ted Natt, Immediate Past Pres

W. Louis Larson, Secretary

Jon Englund

David Pearson

Larry Perkins

Harold Wilde

Charles Shea

Sid Snyder

Anne Witty

Rose Palazzo

Alan C. Goudy

Rachel ¾-ynne

"Being part of a successful organization that is working to improve not only itself, but also the surrounding community, is the most satisfying aspect of my involvement in the Columbia River Maritime Museum." These are the words of the Museum's recently elected president, Robley L. Mangold.

It is our goal to increase that endowment each year through planned gifts. These are the gifts made through wills and estate planning, and the trust gifts that are so advantageous for donors. I myself plan to make planned gifts in the coming year, and I hope others will do the same. In fact, our goal for 1998 is to secure $2 million in new commitments through planned gifts. I believe we can do this with your help.

UPDATE:

With the goal of increasing our endowment, the Museum has also recently started a "pooled income fund." This fund allows donors to make gifts of $5,000 or more, with income paid from the gift each year during the donor's life. Funds are then placed in the Museum's endowment and are invested to support our maritime education and historic preservation programs.

Finally, as your new board president, I cannot stress enough of the pride we can all take in how our Museum has grown over the past few years. Each dollar that we add to this new endowment will make our future stronger. I hope you will consider joining with me in making your planned gift commitment.

Quarterdeck, Vol. 24, No. I

If you would like more information on making a gift to the Museum's new endowment, or if you would like to know more about charitable trusts and gifts through wills, call Rob Rudd, development director at the Museum at (503) 325-2323.

The Columbia River Maritime Museum recently created an endowment designed to grow and support the Museum in the coming century. Thanks to a $200,000 gift from one of our long-time members, this endowment has already begun supporting the Museum's education and preservation programs. Robley Mangold, the Museum's new board president, recently spoke about this endowment. Here are his remarks:

We are committed to continuing to grow our education programs, our exhibits, our library, our acquisitions-in fact, all areas of our work-and so we are now committed to growing our endowment. Thanks to a planned gift from one of our members, we now have $200,000 invested in a new endowment. Each year, we will spend some of the income from this endowment to support our programs. Only income will be spent; the principal will be invested to grow each year.

-Rob Mangold, President, Board of Trustees

MUSEUM ENDOWMENT FOUNDED

As many of you know, the Columbia River Maritime Museum has for 35 years maintained a unique track record. Not once have we borrowed money. Not once have we operated at a deficit. More importantly, we have consistently increased our education programs and acquired and restored new artifacts each year. Our new outreach programs to the schools, the lesson plans and hands-on activities we distribute throughout two states, and the historic boats that we have recently acquired all signal our continued growth and commitment to remaining the finest maritime museum on the West Coast.

Robley, known as Rob to his friends, was born in Oregon and attended University of Oregon before beginning a career with United Airlines. In his early years with United, he participated in graduate school programs at University of California, Stanford, and Harvard. Holding a number of officer assignments, he retired as senior vice president and general manager, and also served on United's board of directors.

Rob became a member of the Museum in 1985 with the encouragement of his neighbor and friend, then board president John McGowan, and joined the board of trustees in 1987. As an active board member, he served on several committees, including membership, budget, development, and metro development. He served as vice president from 199 5 to 1997 and became president in 1997. His skills as a leader, facilitator, and motivator make him an excellent captain of the Museum. "Ted Natt left some big shoes to fill; I look forward to the challenges and rewards of working with the trustees, staff, volunteers, and members of the Museum."

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At the same time, our Museum has begun taking steps to ensure that this strong financial health continues well into the next century. One of our strongest commitments is to building a financial base that will support our Museum through good times and bad. We all know what a spring flood or a downturn in tourism can mean, not just for our Museum, but for our region as a whole. Of all the lessons 35 years of success have taught us, the most important is that endowment can make all the difference in the world to a Museum in our kind of setting.

Robley L. Mangold, Museum President

If spring cleaning is on your mind, perhaps we can take some of those dusty cobwebbed items off your hands. We're looking for old copies of The Marine Digest, published weekly in Seattle. Single copies or runs, all are sought for the CRMM library.

The Story of an 1850s Whaling Voyage

With sadness, we note the passing of Captain Adrian Raynaud, a lifelong Northwest mariner. First going to sea at a young age as cabin boy and sailmaker, Capt. Raynaud later served under steam and in the Navy during the First World War. He was Seattle Port Captain for the American Mail Line during the Second World War, and his Seattle marine survey business had a profound impact on today's marine insurance industry. Captain Adrian Raynaud died in Seattle in November 1997 at the age 102

The QUARTERDECK is published four times a year by the Columbia River Maritime Museum, 1792 Marine Drive, Astoria, Oregon 97103 Telephone (503) 325-2323, fax(503) 325-2331.

Troller Catches Comments

Captain Adrian Raynaud

.t1..l\..l D, 'E.) Volume 24, No 1 ---------------------------"'----

Columbia River Maritime Museum News and Notes

Now on the Web: www.seasurf.com/crmm e-mail us at: colnmbia@seasurf.com

Printed at Anchor Graphics, Astoria, Oregon

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We weren't sure about the origin of the name Darle when the Autumn Quarterdeck went to press, but now we are. The troller Darle, built in 1945, was named for one of the three Hoagland sisters, Darle, Sheryl, and Marlys . Their father, Frank Hoagland, worked for CRPA for over 45 years from 1927 to 1974, retiring as a vice-president of Bumble Bee. Three of the seven identical trollers built by CRPA in 1945 were named after his daughters Today, Darle Pearl lives in Portland, Sheryl Ohler in Astoria, and Marlys Esaw in Seattle. Their younger sister Nancy says she came along just a little too late to have a troller named after her!

Spring Cleaning

In 1947, when he founded Seattle Marine Surveyors, Captain Raynaud already had more than 35 years of marine experience. Captain Raynaud understood the hazards of the sea firsthand, and put his experience behind his work inspecting yachts and fishing boats for insurance purposes. His work brought higher standards of safety to the marine insurance industry, and resulted in the "condition and valuation" survey which is a tool we use today. D"T'D'RD1DC'K

Editor: Karen Carpenter. Editorial Staff: Jerry Ostermiller, Anne Witty, Rob Rudd, Jennifer Miller, Patricia Turner Custard, Rachel Wynne .

The Education Department is pleased to announce its latest resource available to educators. The Journal of Samuel Mills is a fictional account of a whaling voyage to the Northwest Coast in the 1850s. Although Samuel's story is fiction, his adventures are drawn from actual whaling logs and journals of that era. Students follow Samuel from his farm in New York to the whaling town of New Bedford where he signs on as a green hand aboard the Mary Russell. As students follow Samuel's voyage they chart his course on a map, calculate distance traveled, learn shipboard customs and traditions, fill in missing journal entries, and determine the venture's final profits. These and other activities allow students to experience the triumphs and trials of Samuel's life during the whaling voyage.

If you have any of these items and would like to donate them to the Museum, please call 503-325-2323.

JY\£1J ouvVUUI of scunuel;

In response to last issue's articles about the troller Darle, information about the boat has been flowing in from the community

To obtain your copy, contact the Education Department at 503-325-2323, or write to CRMM, Whaling Voyage, 1792 Marine Drive, Astoria, OR 97103 .

The book serves as a multi-disciplinary curriculum resource for use by 4th 6th grade teachers and students. Since its publication in November, The Journal is already in use in more than 300 schools throughout Oregon and Washington. Offered to educators free of charge, the development and production of The Journal of Samuel Mills was made possible through a generous grant from Wells Fargo and support from The Swigert Foundation.

Have you an old Dictaphone machine, ca. 1975, in working order? Or do you know how to fix one? We need to use such a machine to listen to and transcribe waterfront interviews done 20 years ago. Finally, if you would like to contribute some items to the lightship Columbia (WLV-604), it needs four new life rings; and the Education Department is looking for a 2-3 drawer lateral filing cabinet to hold education curriculum.

QuthtA

Also, Clarence Dreyer of Astoria identified Ragnar "Lala" Selbeck as the fisherman unloading at the dock in the trollers photo essay (Quarterdeck, Autumn 1997, p. 8).

ON THE HORIZON

The Portland Shipyard Comes to Life in Photo Exhibit

April 4th

Vivid contemporary photographs of workers and work at The Portland Shipyard will illuminate this important maritime industry in the next Kern Room show. A documentary project by Oregon photographer Jane Schiffhauer, the color photographs span the last three years. Schiffhauer has captured striking images ranging from abstract patterns formed by metal ship parts to portraits of shipyard workers at their crafts. The show will open March 14th and run through July 12, 1998. Don't miss this unique glimpse of life beyond the shipyard gates!

At 7:00 PM in the Kern Room, Joanne Mulcahy will present the program "Clotheslines: Discovering Aesthetics in Women's Everyday Lives." This program looks at the concept of art in the context of gender, culture, and politics. It includes a showing of the documentary "Clotheslines." Joanne Mulcahy is a folklorist, anthropologist, and writer whose work focuses on folk arts, cultural traditions, and women's issues. She currently teaches at Lewis and Clark College in Portland. For more information, contact Patricia Turner Custard at the Museum at 503-325-2323.

Clotheslines: Discovering Aesthetics in Women's Everyday Lives

Space is limited. Reserve your place in these exciting programs by calling Stephanie at 503-325-2323.

I'll Tie Back My Hair, Men's Clothing I'll Put On

Tickets are being sold in the Museum Store at three for $5.

Funded by the Oregon Council for the Humanities, a program to help us better understand our cultural past and present.

Meet at the East End Mooring Basin at 10:00 AM with Associate Curator Dave Pearson, for a look at two of the latest additions to the Museum's historic fleet, the Columbia River One Design (CROD) sailboat and the fishing troller Darle.

What's New?

Quarterdeck, Vol. 24, No. 1

Workers at the Portland Shipyard. Photo by Jane Schiffhauer.

Free of Charge

Sponsored by CRMM Auxiliary.

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April 16th

The Auxiliary is sponsoring a fundraising raffle for a beautiful replica anchor light. This brass and copper light has kerosene burning and electrical conversion units. It stands 12 inches high and is 8 inches across. It is a very heavy, well made item that would make a beautiful addition to any decor.

In February, Dianne Dugaw presented ''I'll Tie Back My Hair, Men's Clothing I'll Put On," in the Kern Room. Her presentation was an exploration through music, verse, and images of the lives of women soldiers and sailors during the 17th, 18th, and 19th centuries. Dr. Dugaw has taught on the faculties at UCLA, the University of Colorado, and Harvard University before coming to the University of Oregon where she now teaches as a Professor of English. She also performs in the Willamette Valley with the stringband "Oldtime News," a group that specializes in folk and country music. The program was funded by the Oregon Council for the Humanities.

March 14 Museum Discovery

Free of charge to members

Join us from 10:00 AM to noon for a family oriented tour of the Museum. Hear the stories behind the artifacts and explore discovery boxes of hands-on materials available only during this tour. Dr. Bud McKinney will be your guide.

Win a Brass Anchor Light!

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No matter how it is propelled-by oar, sail or motor-a coastal lifeboat needs certain essential design characteristics to make it a sea boat for all weather. A high degree of stability, great strength of construction, rapid self-righting and self-bailing, reserve buoyancy, a hull bottom reinforced against damage, moderate weight and, not so incidentally, speed are the factors that make or break a lifeboat. These seakeeping characteristics reached a peak in the 44-foot motor lifeboat, and are now

Lifesaving craft have evolved over a period of more than 200 years into boats of highly specialized design well suited for their ultimate purpose. Coastal lifeboats perform search and rescue work under heavy sea and surf conditions. They go out when other craft are returning to port, and run in harm's way in hazardous conditions that create distress and disaster for other vessels. Lifeboats must not only survive, but also return safely with the rescued survivors and crew. These are boats whose success depends on the crew, which must have complete confidence in the design and construction of their boats-the basis of their safety and work.

44-FOOT MOTOR LIFEBOAT

The 44-foot motor lifeboat is a unique craft in the overall development of American coastal lifeboats. A strong challenger of the Pacific Northwest's trying conditions, the "44" has been used successfully around the nation and has had a worldwide influence on search and rescue craft. In the development of the 44-footer we see a prime example of a vessel being designed for very specific conditions, translating design concepts of seaworthiness, ease of handling, speed, weight, draft, strength and capacity into a much loved boat that Coast Guard crews speak of in almost reverent tones. Just how did this remarkable craft come to be?

An important chapter in the history of worldwide search and rescue craft

Motor lifeboat CG-44300 off Cape Cod, Massachusetts while assigned to Coast Guard Station Chatham, May 22, 1962. USCG Photo.

By William D. Wilkinson

-----------Rllifllll------------

Quarterdeck, Vol. 24, No. 1 7

CG-44300 undergoing self-righting tests at Coast Guard Yard Curtis Bay, Maryland, September 28, 1961. USCG photo.

From Wood to Steel

The gasoline motor and later the diesel engine brought the 19th-century boat design into the twentieth century However, the hull form, with its round bottom and double ends, limited its speed. The first standard 36foot motor lifeboat of 1907 did 9 miles per hour with a 40 horsepower gasoline motor. Years later, the 36-foot 8-inch Type TRS-the last of the line--only did 9.88 miles per hour with a 90-horsepower diesel motor.

In the very early years of the U.S. Lifesaving Service metal hulls were tried, but for a number of reasons ultimately proved unsuccessful. The Francis lifeboats of 1849-1856 were built of corrugated galvanized iron; in service, they proved to be too heavy and difficult to handle. Maintenance was a serious problem, with considerable and rapid structural deterioration. Later, between 1873 and 1876, further attempts were made to develop an iron hull, but this, too, proved inadequate. Metal as a boatbuilding material for American coastal lifeboats would not be seriously considered again until 1938.

When the U.S. Lifesaving Service was merged with the Revenue Cutter Service in 1915 to create the U.S. Coast Guard, the new service quickly turned to making significant improvements in the traditional English-design lifeboat. The first new model resulting from this project was Type H, which was built from 1918 until 1928. Lifeboat Type T was built between 1928 and 1931, followed by the Type TR built between 1932 and 1937. The last double-ended wooden hull motor lifeboat design that could still trace its origins back to the original English lifeboat of 1873 was the Type TRS, built from 1937 to 1956. (The 36-

Hull material was another limiting factor. For almost 90 years, almost all coastal lifeboats in the United States and Europe were built of wood. By the late 1930s it was increasingly difficult to obtain high-grade lumber with straight grain and even texture that could meet the rigid standards required for lifeboat construction. And, as it has been for centuries, the wooden boats were costly to maintain and repair. With costs increasing, Coast Guard officials began to consider alternatives in both design and construction.

From Surtboat to Lifeboat

foot motor lifeboat displayed in the Museum's Great Hall is a Type TRS.)

While the surfboat was an indigenous American adaptation, the larger lifeboats were cross-cultural descendents of a single important ancestor. The lifeboat type used by the U.S. Lifesaving Service, and later the U.S. Coast Guard, through the 1950s was a direct evolution of the standard self-righting, self-bailing coastal lifeboat of the Royal National Lifeboat Institution (RNLI) of Great Britain. In contrast to the surfboats, the lifeboat type was generally larger (over 27 feet in length), more heavily constructed, of deeper draft, and both self-righting and self-bailing. Normally these craft were kept at sheltered moorings or launched from a slipway, rather than from the open beach.

A look at the long and colorful history of the 44-foot lifeboat begins shortly after the Lewis & Clark expedition reached the Pacific Coast. In the young United States, coastal rescue work was becoming organized. The Massachusetts Humane Society, a private lifesaving organization, placed its first lifeboat on station at Cohasset in 1807, thus beginning generations of specially designed boats for coastal rescue work. By 1872, the organization had 72 lifeboat stations along the Massachusetts coast, and the roots of the National Lifesaving Service had been established. The Newall Act of 1848 established lifesaving stations along the New Jersey shore to aid shipping heading in and out of New York and Philadelphia. As stations multiplied, so did the scope of lifesaving craft.

In that year, design development began for a self-righting, self-bailing, steel hull motor lifeboat 40 feet in overall length. This breakthrough boat (numbered CG-40300) was built in 1940 at the Coast Guard Yard in Curtis Bay, Maryland. Instead of the traditional double-ender hull, the CB-40300 had a slightly squared stem, but her hull remained a traditional round-bottom displacement hull Fitted with a 120 HP Sterling Petrel gasoline engine, she made 10.36 statue miles per hour on her trial runsonly about a mile per hour faster than the Type TRS of 1937. The CG-

In 1873, the newly reorganized U.S. Lifesaving Service purchased a 30foot self-righting, self-bailing, pulling and sailing lifeboat from the RNLI, which had spent many years developing a successful lifeboat. Adopting the RNLI's design with some modifications, the result was a new American lifeboat, 26 feet 8 inches in length. By the late 1880s, the standard American pulling and sailing lifeboat had grown to 34 feet, and in 1899 one of these larger boats was modified to accommodate a gasoline motor. Over the next eight years, significant improvements were made in both motors and lifeboat design. By 1907, these features were combined in the first class of American lifeboats designed from the keel up as motor lifeboats.

The early boats furnished to both the Massachusetts Humane Society and the federal lifesaving stations were more correctly called surfboats rather than lifeboats. The surfboats were generally open, shallow-draft boats measuring 20 to 27 feet in length, developed for launching directly from the beach into the surf. Their design was greatly influenced by the local inshore fishing craft with which the lifeboat station crews were most familiar. Early surfboats were neither self-bailing nor self-righting, although these later became important features.

being improved upon again with the advent of the 47-foot class.

By the late 1950s, the 36-footers were averaging 25 to 30 years of active service, and the oldest boats had serious deterioration problems. While maintenance costs rose, the Coast Guard's needs were also changing. Their work involved a growing number of search and rescue cases, as people took to the water in ever-greater numbers both in pleasure boats and small commercial fishing vessels. Faster rescue craft with greater cruising range and towing capability were clearly needed.

8 y the late 1950s, the art and science of small craft design had progressed significantly, with advancements in reliable towing tank studies, metallurgy (improving the qualities of steel and aluminum as boatbuilding materials), and diesel engine design (producing more powerful engines that were also smaller in size and lighter in weight). The Coast Guard, in

40300 was, in effect, a traditional but slightly larger and faster boat than the 36-footers, and built of steel instead of wood. It was a modest step forward, although not popular with most lifeboat crews who still preferred the wooden hulls.

By Jennifer Miller

I had done my homework. While I was re searching the 44-footer, I learned about the capabilities of motor lifeboats and how they could pound through 20-foot surf. I read the stories of #44300 facing 35-foot waves during roughwater training in 1962. I saw the pictures of boats being tossed, turned, rolled, and pitched in the surf. I talked to the men who piloted the boats, and heard their stories of big surf. But that was not enough to prepare me for the day's adventure.

A New Chapter

Designing a Most Remarkable Lifeboat

My Mission

It's usually hard for me to wake up at 5:30 in the morning. But not on this day-I was heading out to observe 44-foot motor lifeboats (MLB) training on the Columbia River Bar. I was going out there: on the bar, going through

the surf, getting a taste of what it would be like to work on an MLB. My vantage point would be from CG-47213, a 47-footer.

After brief service at several lifeboat stations along the East Coast, the CG-40300 was transferred to the Great Lakes where she served at the Plum Island Lifeboat Station, Wisconsin She was eagerly greeted there, because her steel hull enabled her to work well in light ice conditions. The boat was retired in 1979 after 39 illustrious years of service.

With the advent of World War II, future lifeboat development was put on hold. Production of the Type TRS motor lifeboats continued on a limited basis at the Coast Guard Yard at Curtis Bay, Maryland, during and after the war. At this cradle, wooden hull motor lifeboats from the Type H through the Type TRS were built, with the last Type TRS being completed in August 1956. It marked the end of 83 years of wooden hull lifeboat development and construction for the U.S. Lifesaving Service and the U.S. Coast Guard.

A major new chapter in American coast lifeboat development opened in 1956 when the first 52 foot self righting motor lifeboat was completed the first steel motor lifeboat since the 40 foot CG-40300 of 1940. Their design emphasized strength, seaworthiness, and durability in order to operate on the dangerous bars of the Pacific Northwest Coast. Powered by twin 150 HP diesels, they have a top speed of 11 knots and a cruising

range of 495 nautical miles. The four motor lifeboats built between 1956 and 1962, Victory (CG-52312), Invincible (CG-52313), Triumph II (CG52314), and Intrepid (CG-52315), have been an outstanding success and are still in service. However, these boats, the largest motor lifeboats ever built by the Coast Guard, were never intended as a service-wide replacement for the 36-foot wooden hull motor lifeboat.

Those craft would come about in the early 1960s, as a completely new motor lifeboat class Until 1960, given the slow and evolutionary progress in coastal lifeboat design, the most significant improvement had been the replacement of oar and sail by the gasoline motor and, later, the diesel engine. But the stage was set for a radical departure

We sent our intrepid administrative secretary Jennifer Miller on assignment to capture the essence of a USCG motor lifeboat. She returned with a fascinating story.

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First, I had to suit up. With water temperature around 50 degrees, and a strong east wi nd, hypothermia is a definite hazard I was given a mustang suit, polar fleece undergarment, boots, and helmet. The mustang suit is neoprene, the same fabric used in wet suits, with a bright orange nylon shell. The suit provides both flotation and thermal protection. The polar fleece undergarment is worn under the mustang suit, but over regular clothing. It is a waterresistant material designed to hold in body heat even when wet. The red helmet and large black boots round out my attire. What the outfit lacks in aesthetics, it makes up for in function.

Before we left the dock I was given a pyro-

Once suited up, I was introduced to the crew and boarded motor lifeboat 47213. This boat is truly an impressive piece of technology. She can be piloted either from inside the wheelhouse or from one of two stations on the outside deck. The coxswains prefer the visibility of the outside deck during rough conditions or during a rescue, but the wheelhouse provides shelter during long transits. I was assigned the position between the two steering stations on the outside deck. What a great view! From 14 feet above the water, I could see and hear everything.

For the first time, the steering station was located amidships. It would include an integrated steering and engine control console, special clamped compass and remote-controlled electronic equipment including a 100-mile range radio transceiver, direction finder, depth sounder and radar.

The Life Story of a Lifeboat

USCG photos.

Construction of the prototype boat, CG-44300, began in April 1961 at the Coast Guard Yard. In February 1962, the CG-44300 was launched. She survived her sea trials with flying colors, earning accolades from the Service as " the most remarkable piece of equipment to bolster the operational capabilities of the Coast Guard since the development of the 52foot MLB." Coast Guard Headquarters announced the completion of the CG-44300 on March 9, 1962, stating that it was the prototype for an 18boat construction program, later expanded to 25 boats designated CG44301 through CG-44324. In total, 110 of the 44-foot motor lifeboats were completed over a ten-year period. During that time, inflation took its inevitable toll: whereas the cost per boat in the first program was $115,000, the last boat (CG-44409) was completed in 1972 at the cost of $225,000 an increase of almost 100%.

On April 14, 1962, the CG-44300 left the Coast Guard Yard for the Chatham Lifeboat Station, Massachusetts, visiting a number of lifeboat stations along the East Coast from Hatteras Inlet to Maine before reporting for duty. The delivery and station crews all evaluated the boat's opera tions. By October, the boat had left Chatham for the 13th Coast Guard District, arriving in Seattle, Washington on the October 19th. She then went to Station Yaquina Bay, Oregon for rough-water evaluation in the

We were ready to go. One of the coxswains loaned me his gloves, and for that I was very grateful. I strapped myself in and evaluated my surroundings. I quickly realized that I had better not get seasick; it would be almost impossible for me to get to the side of the boat. I was instructed to keep my knees bent, eyes open, and to hold on!

story of one coxswain who was thrown so violently that he was knocked out cold.

The Columbia River bar runs east and west between the North Jetty and Clatsop Spit. Today's mission was to practice "laterals," running south parallel to the breaking waves, and

vest: a net vest with pockets containing items (such as flares and a knife) which I would need if I ended up in the water. I was also given a belt with two heavy nylon straps about three feet long with clips on each end. While in the surf, the crew is required to clip the straps to rings located about every two feet along the rails of the boat. If the crew needs to move around, they clip one strap and unclip the other, then move and clip again so that they always have at least one strap attached. The straps not only keep the crew from being thrown overboard, but also keep them from being thrown into the equipment. The crew told the

The new motor lifeboat should be self-righting and self-bailing, and able to operate successfully in coastal waters under unusually severe weather and sea conditions. It should be able to negotiate large breaking seas and run into large seas without excessive pounding. It should have increased power and speed, with a full-speed range of 150 miles, and twin screw propulsion to provide greater reliability and improved handling. Improved rescue and towing capability, protected accommodation for survivors and crew, and more efficient, safer working areas were also called for. Structurally, the hull should be of welded Corten steel for greater strength and less corrosion, and it should be designed to withstand icebreaking and accidental groundings, as well as the hard use of working in severe weather, heavy seas and surf.

for the mast platform, crew stations and the steering console, provided the additional data required to complete the final plans for the new 44-foot motor lifeboat.

setting out to state the requirements for a new lifeboat class, undertook a most comprehensive design, construction and evaluation process. They consulted experienced lifeboat personnel from throughout the country on the weaknesses as well as strengths of the 36-foot motor lifeboat. They also sought recommendations as to what features should be included in a new lifeboat design. The resulting set of requirements was published in July 1960.

After the preliminary design was developed, a 1/12-scale model was built for towing tank testing. The results of these tests, further studies and the construction of wood mock-ups to determine the best arrangements

Quarterdeck, Vol. 24, No. 1 9

Specifications 44'- 1 ½" 40' 12' 8" 10' 10" 3' 2-1/2" 15.8 tons 333 gallons

End of an Era

200 miles, 10 knots; 150 miles, 15 knots

Then it was our tum. The trainer ran the boat back and forth across the bar, explaining his methods. After each run the boat returned to the buoy, in deeper, safer water, to evaluate the run. It was the students' turn to try and maneuver through the surf. The 47213 MLB provided a better roller coaster ride than anything I have experienced. I intently watched the waves trying to anticipate which way the boat would roll or pitch. Most of the time, the boat would ride over the wave and set down gently on the other side. When it got a little

A Worldwide LegacyLength, overall Length, waterline Beam, overall Beam, waterline Draft Displacement Fuel capacity Water capacity

Almost from the moment she was designed, the 44-foot motor lifeboat was recognized as a major and historic step forward in lifeboat design In Scotland in 1963, delegates to the Ninth International Lifeboat Conference saw motion pictures of the CG-44300 being tested on the bar at the entrance to Yaquina Bay, and were presented with two papers on the new 44-foot motor lifeboat. Great interest among the delegates eventually resulted in the spread of the design to several other countries. The British RNLI was deeply impressed, and purchased the CG-44328 in May 1964, later having more than twenty built in England as the Waveney Class lifeboats. (Truly, history had made a complete circle. In 1873, an English lifeboat strongly influenced American lifeboat design, an influence that lasted until 1937. Now, in 1964, an American lifeboat determined the design and construction of a major class of British lifeboats!)

Shaft horsepower Trial speed Endurance 16 gallons maximum*400 15.3 knots

then tum around and go north again. The boat should snake through the waves, not going too far east or west. There were two trainers, two trainees, one engineer, and myself aboard Two 44-foot MLBs also engaged in training accompanied us. After a quick equipment check, we were off to the bar. I observed the 44 foot MLBs for a few minutes. They entered the bar parallel to the surf and when a large wave came, they squared up, turning directly into the wave. For a split second the boats would disappear into white water before plowing through to the other side of the wave. Although the trainer stated that the surf was small, 10 to 12 feet, I was in

CG-44300 served at Station Yaquina Bay from October 1962 to 1981. In July 1981, she was transferred to the National Motor Lifeboat School at Cape Disappointment, Washington, serving there for another 15 years. The boat always saw very hard duty, going end-over-end and rolling completely several times. But she also won the admiration and, indeed, the affection of her crews, training coxswains from stations throughout the United States in adverse weather and sea conditions.

awe of both the powerofthe boats and the power of the water.

rougher, my legs and arms would stiffen or flex to try and compensate for the boat's movement. When I heard "Hold on," the fun began. At first I did not take the suggestion seriously, but I only made that mistake once. The boat was tossed by a wave with such force that twice my feet left the deck. I watched as the boat lifted over the top of the wave and held on for dear life as the boat slid down the backside. The trainer reminded me to stay loose and keep my knees bent. I can only imagine how stiff I looked with my teeth clenched and a death grip on the handle. As the waves broke and the wind gusted, the crew got sprayed with

While responding to a search and rescue mission out of Cape Disappointment on July 29, 1996, the CG-44300 experienced a serious engine breakdown and was withdrawn from service. Although the boat itself was still in excellent condition, the cost of repairing or replacing the damaged engine could not be justified. By then the 44-foot motor lifeboats were beginning to be replaced by the new 47-foot MLBs. After surveying, the boat, the Coast Guard turned her over to the Columbia River Maritime Museum, where she has joined an outstanding collection of U S. Coast Guard rescue craft.

Other countries adopted the new design: the Italian Coast Guard, the Canadian Coast Guard, and the Norwegian Life Saving Service,

SCALI!: JN 11'1!:l!:T

10

heavy breaking surf conditions of the Pacific Northwest. The 44300 turned in outstanding performances under conditions ranging from large ground swells offshore to strong ebb chop, moderate breaking seas, and large dangerous seas on the bars and reefs Operation in following seas was also excellent. During the evaluation period she covered 3,000 miles at an average speed of 11.1 knots while consuming fuel at the rate of 20.4 gallons per hour.

Range of stability prototype power Production boats power in excess of 175 degrees twin GM 6 V-53 diesels Cummins V6-200 diesels.

water. Every once in a while, I got a taste of salt water or felt the dribble of SO-degree water down my back.

CG-44300 first arrived in Seattle, Washington on October 19, 1962. USCG photo.

We were out on the water for more than two hours. My hair was wet, my arms and legs were sore, and I had developed an entirely new respect for the ocean. It was truly a powerful experience The raw power of the surf, the power to take a 47-foot, 40,000 pound boat and toss it around like a toy, and the skills and temperament of the crew were all equally im pressive. The coxswain not only had to maneuver the boat through constantly changing

Quarterdeck, Vol. 24, No. 1

The acquisition project spanned almost 10 years of development, construction and evaluation first of limited production boats, followed by full production of approximately 100 replacement motor lifeboats. The prototype 47-foot motor lifeboat, the CG-47200, arrived at Station Cape Disappointment to begin tests and evaluation in September 1990. The replacement of the venerable 44-foot motor lifeboat had begun, and undoubtedly there will be an exciting story to tell of the "47s" in just a few years' time.

Acknowledgments

By the mid-l 980s, the oldest of the Coast Guard's 44-foot motor lifeboats were approaching 22 years of hard service. In 1981, there were still 105 boats in active service operating from 77 stations along the Atlantic and Pacific coasts and the Great Lakes. But it was time to plan for an eventual replacement. The new lifeboat design had as its goal a boat retaining the durability and survivability of the 44-footer combined with 30 years of technological progress.

William D. Wilkinson is director emeritus of The Mariners' Museum, Newport News, Virginia. This article is excerpted from his forthcoming book, The History of American Coastal Rescue Craft from 1807 to the Present, and is used with permission.

CG-44373 at Station Depoe Bay, Oregon early 1973. USCG photo by Bert Webber.

For the Future

common for the waves to be moving faster than the 44-foot MLB, forcing the her to turn around and square up to the surf until they find another break.

which made a few modifications (such as an enclosed bridge) for better operation in the extreme cold of Norwegian waters.

An American Legacy: The 47-footer

CG-44300 is now preserved at the Columbia River Maritime Museum, where it speaks to a significant chapter in the development of the American coastal lifeboat. The boat, with her equipment and accessories intact, bearing the scars and stories of her long career, will enable the Museum to interpret the technology of American and international coastal lifeboat design, and the very human stories of search and rescue on the Pacific Northwest coast. With her sister rescue craft-a 36-foot motor lifeboat, 25-foot motor surfboat, and other earlier craft-44300 stands for the continuing history of the great professionalism, courage and valor of U.S Coast Guard lifeboat crews.

The second drill was to run the boat out toward sea, then turn around and come back The trick is turning around without getting broadsided by a wave, and returning without having a wave break over the stern. The 47213 MLB is fast enough, with a maximum speed of 25 knots (29 miles/hour), to run at the same speed as the waves. Once the coxswain finds a break in the waves, he can ride that break all the way in. The 44-foot MLB's maximum speed is only 14 knots (16 miles/hour). It is

wind and surf conditions, it also had to respond to information that was being given by other crew members, such as location. The crew was always calm and collected.

Returning to the dock, someone asked how big the waves were. The coxswain held out his hand, and using his thumb and index finger, measured out about an inch. To him, the surf was insignificant. To me, it was huge, big enough to engulf a small boat. Then again, for him it was just another day at the office. For me, it was an adventure I will not soon forget!

11

The author is deeply indebted to numerous U S. Coast Guard personnel for providing background data for this article, especially to Capt. Robert W. Witter USCG (Ret.) and Dr. Robert M. Browning, Jr. U.S. Coast Guard Historian.

From the MACHINERY LOG ...

I 12

In 1981, the 44300 was transferred to Cape Disappointment to serve as their first permanent training vessel. She was Senior Chief Boatswain's Mate Steve Bielman's boat of choice. "She pulled me out of a lot

destroying several pilings on the way.

The 44300 gives us only a glimpse of her 20 years saving lives and 15 years training others to save lives, with countless adventures and dangerous rescues. With this history, it is easy to personify the 44300 into a boat that incorporates the personalities and attitudes of everyone involved in her existence Like the designers, she was knowledgeable; like those who built, repaired, and maintained her, she was reliable; like the coxswains who piloted her, she was strong; and like those in command, she was always capable. Most of all, she was humble. The people of 44300 would never brag of the risks and sacrifices that they took every day to make the oceans a safer place for all. However, the Museum intends to tell some of these stories of risk, sacrifice, tragedy, and glory. The Museum intends to honor 44300 by making her the centerpiece of an entirely new exhibit at the Museum, where she will share the stories of people and vessels in trouble, and how these lifeboats save lives and property across the United States.

Her last mission was fitting of her career. On July 30, 1996, the 44300 was called to active duty so that the entire complement of Station Cape Disappointment could attend the Gold Lifesaving Medal award ceremony for a fellow crewmember. The 44300 was stationed on the bar for emergencies. (With the increased number of pleasure boats crossing the bar during salmon season, the rescue boats are positioned across the bar to shorten emergency response time.) She responded to a call from a 17-foot pleasure crafr that was disabled and adrift. Just afrer arriving on the scene, 44300 lost her port engine. However, the crew was determined to make this mission a success, and towed the pleasure crafr inbound before being relieved by another boat. This turned out to be her last mission.

turtle after minutes worth of breaker drills. Damage appeared to be due to structural weakness and not the size of the breaker. I'd sure be tired, too, after 19 years of back-breaking work, being rolled, pitch poled, run aground on rocks, bounced off jettys, run on the beach, cussed at, and last of all being needle gunned to death.

While serving at Station Yaquina Bay, the boat completed five to six hundred missions per year. But the most-told story is not of a mission, but of an ordinary day when she was tied up at the dock. Around 6:20 on a clear August evening, the 517-foot Peruvian freighter Inca-HuaynaCapac, loaded with lumber, was headed out to sea when she lost steering control. The 9,624-ton freighter was headed straight for the 44300 at almost five miles an hour. Trying to avoid a collision, the freighter's captain reversed the engines and dropped the anchor, but that was not enough. The Coast Guardsmen saw the freighter coming, and yelled for everyone to get off the docks, just in time to get everyone to safety. The freighter pushed the 44300 past the docks and under a boathouse,

After a quick check of crew and engines, the 44300 headed out to safer water. Eight miles offshore, with the boat no longer in danger of being hit by another large breaking wave, the crew conducted a more thorough check This revealed that all the communication equipment, except the FM radio, was gone. The mast and the radar were broken, the anchors were gone, and almost everything else was bent, broken, torn loose, or stove in. Despite the damage, the 44300 was still operational. She was given a back up radio

from a ship in the area and waited out the night. The next morning, the storm being over, the 44300 returned to Yaquina Bay. If it had been necessary, Chief Webb said, "the 44300 would have continued up north to aid her (the Rustler), even afrer receiving considerable damage."

17 Mar 80: Caved in the FWD

of tough situations," according to Bielman. She has rolled over at least six times and pitch-poled, rolling stern over bow, three times. When used for training, she was exposed to some of the worst conditions the Columbia River Bar produced. Training included maneuvering, anchoring, rescues, maintenance, navigation, and rough water work. Rough water drills required that the crew manage up to 20-foot surf conditions for hours at a time It was always the physical limitations of the crew, not the limitations of the boat, that defined the abilities of the 44300 "The 44300 was like a well worn old pick-up truck; not pretty, but it got the job done," said Lt. White of Station Cape Disappointment.

-Jennifer Miller

The 44300 was completely submerged and assumed to be a total loss. When the debris was removed, the 44300 popped up and righted herselP. Coast Guardsmen praised the boat's sturdiness. "She's still afloat and not taking on any water," stated Seaman Martin Rothwell to the Oregonian shortly afrer the event. To this day, the scar from the freighter is still visible on the starboard side just below the well deck.

On November 13, 1969, CG-44300 was called to escort the Rustler, a Mexican tug, across the bar and into Yaquina Bay. The mission should have been a easy, but when the motor lifeboat reached the Rustlers reported location, the tug was nowhere to be found. As CG-44300 searched up and down the coast, beach parties were sent out between Depoe Bay and Beaver Creek to help locate the Rustler. The Rustler was finally found several miles to the north, apparently in no immediate danger. With the storm worsening, the 44300 refueled and headed out to assist the Rustler. By this time, the sun had set Shortly afrer crossing the bar, the 44300 was hit by a large wave and knocked parallel to the surf. The next wave was 38 feet high and breaking Hitting broadside, the wave forced the motor lifeboat to roll over.

What would she say if she could speak? What would Motor Lifeboat 44300 tell us about her 35-year duty with the United States Coast Guard? Would she explain all the scars and scrapes that were so noticeable as she was lifted out of the water, or would she dismiss them as just part of doing the job?

The 44300 will always have her secrets, because the records of her active rescue days are hard to find. But the following stories represent just a few of 44300's remarkable adventures.

Two books by Dennis L. Noble contribute to the understanding of the United States Coast Guard. Noble's experience in the Coast Guard at a number of shore stations and in a variety of cutters included tours in the Arctic and Antarctic . He retired from the U .S. Coast Guard as a senior chief marine science technician in 1978.

13

From 1878 to 1915 the U.S. Life-Saving Service was a small but valorous federal maritime organization that carried out amazing rescues of those in distress close to shore. Working from small stations scattered along the coastlines of the United States and using only oar-powered boats, none longer than 36 feet, crews came to be known as "storm warriors" as they pulled off rescues that almost defy belief. Many of its men lost their lives in the effort to save others.

Die t } S Life-Saving Service, 1878-1915

That Others Might Live:

Anyone who has felt the lure of these lonely sentinels by the sea, or wants to take full advantage of visits to the nation's seashores and lakeshores, will find this book has special appeal. (Signed book. Naval Institute Press, 1997; $34.95)

Since retirement, the author has worked as a park ranger, U .S. Army historian, and public librarian . He has a Ph.D. in U.S. history from Purdue University and lives in Sequim, Washington .

Many more great maritime books are awaiting you in the Museum Store call 503-325-2323 . We accept phone orders .

Lighthouses and Keepers:

Thal Oth er s Might Live

Ranging from Maine's Portland Head to Drum Point Light in the Chesapeake Bay and Sabine Pass in the Gulf of Mexico, from the lighthouses on Washington's Olympic Peninsula to those off San Diego and in the Midwest's Great Lakes, this book creates a new awareness of America's historic lights and the men and women who kept them Many of the nation's lighthouses are included, seven in great detail, along with a summary of the development of the Lighthouse Service from 1789 onward. The work is as rich in historical information as it is in rarely seen photographs, and the reader can determine exact locations using the fourteen maps.

The U.S. Life-Saving Service, 1878-1915

Great Books from the Museum Store

-Rachel ¾ynne, Museum Store Manager

The U.S. Lighthouse Service and Its Legacy Americans have long been enamored by lighthouses. Many voluntarily work to preserve the endangered structures, while others actively seek out opportunities to visit them. Called America's answer to the castles of Europe, lighthouses are the most recognized structures of the maritime world, the subject of countless paintings and photographs. Dennis Noble covers all aspects of this fascinating topic, not only the lighthouses and lightships, but also the keepers, buoy tenders, buoys, fog signals, and electronic aids to navigation that played significant roles in World War IL He also devotes a full chapter to lighthouse ghosts.

For sailors and general readers who enjoy sea adventures , as well as buffs inter ested in learning about an aspect of maritime heritage that has been largely overlooked , this story of the forgotten soldiers of the surf will both captivate and educate (Signed Book. Naval Institute Press, 1994; $28.95)

Shedding light on a little-known aspect of maritime history, this book includes numerous photographs and other illustrations of the people, equipment, and exploits of this service and covers many out-of-the-way stations . Dennis Noble also examines the formation of the service, its organization, and its rescue equipment and explores the lives and routines of early watermen.

Quarterdeck, Vol. 24, No. 1

Mr Robert F. Lanz

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Welcome Back to our Membership - October 1 - December 31, 1997

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Increased Memberships October 1- December 31, 1997

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Gifts

By remembering the Columbia River Maritime Museum in your estate plans, you can help ensure its continued success in preserving our region's maritime heritage and educating visitors of all ages. A will is a wonderful way to recognize your lifetime interest in the Museum while also ensuring that

Library Cataloging Project - October 1 - December 31, 1997

Boatswain

14

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For more information on making contributions to the Museum, please call (503) 325-2323 or write to us at 1792 Marine Drive, Astoria, Oregon 97103. Our e-mail address is columbia@seasurf.com.

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::..,.:tr.; · --~c --·

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Quarterdeck, Vol. 24, No. 1

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1 5

Astoria, Oregon Permit No. 328

1219 SW Park Avenue Portland, Oregon

1792 MARINE DRIVE

PORTLAND ART MUSEUM

Columbia River Maritime Museum members can now see the Portland Art Museum exhibition Splendors ofAncient Egypt at a discounted price from March 8 through June 5, 1998. Experience one of the world's great civilizations in this spectacular exhibition, making its sole West Coast appearance at the Portland Art Museum. More than 200 rare works of art offer a panoramic view of Egyptian culture from the pre-dynastic period to the 7th century A.D.

ADDRESS CORRECTION REQUESTED FORWARDING & RETURN POSTAGE GUARANTEED

SPLENDORS OF ANCIENT EGYPT

This special museum program offers a 30% discount on tickets purchased either by phone or at the door (show your Columbia River Maritime Museum Member's card). Adult admittance is $13, but with the special discount you will pay only $9. Daily admittance is limited, so it's advised to purchase tickets in advance-be prepared to select a day and time for viewing and have your credit card ready. Call the Portland Art Museum at 503-226-2811, ext. 355, to reserve tickets or call Stephanie at the Columbia River Maritime Museum for more details, (503) 325-2323.

March 8 -August 16, 1998

Non-profit Organization U.S. POSTAGE PAID ASTORIA, OREGON 97103

Special Ticket Discount for CRMM Members

COLUMBIA RIVER MARITIME MUSEUM

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