V29 N3/4 Where's the Mate? by Niels A. Nielsen

Where's the Mate?

by Captain Niels A. Nielsen

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From the Wheelhouse Afterguard Capt. Rod Leland, President Cheri Folk, Past President Don Magnusen, Treasurer Jerry L. Ostermiller, Executive Director

Board of Trustees George F. Beall Dennis Bjork Peter Brix* Richard T. Carruthers * Thomas V. Dulcich Fred Fields Walter Gadsby, Jr. Alan C. Goudy * W. Dennis Hall E.H. (Ted) Halton, Jr. Jonathan Harms Don M. Haskell Senator Mark Hatfield * Rep. Betsy Johnson Dr. Russell Keizer S. Kenneth Kim W. Louis Larson Robley Mangold * Thomas F. Martin James Mcclaskey John McGowan * Prudence M. Miller Ken M. Novack Lany Perkins David W. Phillips Hugh Seppa June Spence Joe Tennant Willis Van Dusen * Bruce Ward Samuel C. Wheeler Bill Wyatt Ted Zell * Trustee Emeritus

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The Museum's physical upgrades are very close to being completed with the paving of our parking lot. This spring n~w landscaping will provide the warm and friendly setting that our fine Museum deserves. The final pieces ofour campus upgrade will include the relocation ofthe railroad tracks between the Museum building and the old depotto create badly needed overflow parking. .

These projects are highly visible and therr value is obvious, yet the Museum is also undergoing internal growth as well. To cont.inu~ o~ development as a nationally signilicant ll1S1:ltu1:lon, our professional staffis expanding their roles and activities. Programs featuring nationally recognized scholars or subjects ofsignificance are bringing greater acclaim to the Museum.

Our institution is beginning to be seen as an intellectual crossroads, bringing together scholars, researchers, writers and heritage organizations from throughout the country. This year the Museum hosted a two week seminar for the National Park Service, which brought the newly appointed Superintendents to Astoria.

These leaders will manage the country's National Parks. The meetings were designed to explore challenging issues and to prepare these administrators for their new roles as the next managers ofthis nation's history.

The Museum was also this year's site for theNation'sannualgatheringofmaritime museums, bringing together Curators, Educators, Executive Directors and interested professional maritime museum staff. The Council ofAmerican Maritime Museums annual meeting is a powerful and important gathering. The Council boasts a membership ofthe 74 finest maritime institutions in North and South America. Attendees from as for away as Australia and Nova Scotia came to the Museum for this week-long conference.

CRMM staffput together a comprehensive program focusing on the changing nature of exhibits by bringing in nationally recognized educators. These educators explored cutting edge strategies such as "free choice learning,"

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and one ofthe nation's best exhibit designers provided numerous examples for discussion. At the conclusion ofthis conference, our staffwas flooded with compliments. Not only was this conference seen as one ofthe best ever, but the general consensus from our many colleagues was that CRMM's new approach to exhibits may have resulted in our Museum being "the best interpreted maritime museum in the nation."

Our professional staffhas also expanded their roles to meet our new leadership goals.

Currently, our Curator is President ofthe Astoria Historic Landmarks Commission and the Gateway Design Review Committee, our Fiscal Officer is a member ofthe Clatsop County Fair Board, our Librarian is a member ofthe Astoria Planning Commission, our Development Officer is Vice President ofthe Astoria Music Festival, our Associate Curator is Chair ofthe Astor Library Advisory Board, and our new Volunteer Coordinator is a member ofthe Seaside Library Siting Committee.

The Museum's emerging leadership role as a sienificant heritage institution in Oregon was made even more apparent when the Governor appointed me as one ofthe nine State Heritage Commissioners. On a national level our Store Manager served as the NW Chapter President ofthe Museum Store Association, our Education Director is the District Coordinator for National History Day, and I was just elected President of the Council ofAmerican Maritime Museums.

Our Board ofTmstees recognizes these initiatives as a vital part ofthis Museum's commitment to transform itselffrom an inwardfocusedmuseum into an institution ofhighly visible and respected leadership. The Museum's growth and development has been an extraordinary success story, blessed with good f~rtun~ and the benefits ofoutstanding leadership. With the completion ofour campus infrastructure and our historic commitment to a sound financial policy, the Museum is now setting a new course to its rightful place as one ofthe nation's most signilicantmaritime institutions.

-Jerry Ostermiller, Executive Director The QuarterDeck, Vol. 29 No. 2

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P&T Explorer at the Port ofAstoria. Photo

by Reuben Jensen.

Where's the Mate? by Captain Niels A . Nielsen "Where's the mate?" is probably the most often asked question aboard a merchant vessel. He is in demand by almost everyone who has business aboard the ship, from agents to stevedores, port officials, and union representatives.

I will be attempting to describe the job and duties of a chief officer aboard a U.S. merchant vessel during the period from the end ofWorld War II until the early to mid 1960s. I admit my perspective may be limited, to some extent, as I spent my entire working career with one company. On the other hand, I was there long enough and under enough different conditions to become familiar with most ofthe situations confronting the chief mate. I know nothing about tankers, as I never had the opportunity nor desire to work on one. I have no experience on passenger The QuarterDeck, Vol. 29 No. 2

vessels because the company I worked for operated none, and quite frankly, I'm not a passenger ship type of guy.

A ship's officer's first assignment as chief mate is usually the result ofluck. Ifhe has been a long time steady employee of a company, he gets his chance either when the chief mate on his ship is fired or promoted, or ifhe is available in the close proximity of a vessel that is in the immediate need of a mate. The company will promote the man that is closest rather than spend money travelling someone from a distant vessel and then having to replace that man. If the company has nobody available from their roster they will ship the man from the union hall lucky enough to hold the oldest shipping card.

We have now touched upon the first of several differences between chief officers: the

On The Cover:

Loading the hold.

Photo by Stevedoring Services ofAmerica.

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man who works his way up within the company over a period of years and the one who ships out ofthe union hiring hall taking the first job he can get. I think the company mate has an advantage because he has had the opportunity to become familiar with the company's trade route, the cargos they carry, their shore personnel and the stevedore superintendents who work their vessels. The advantage that the man shipping out ofthe hall may have is more experience in a diversity of situations. A second difference in mates is their perception of the job. Some mates have the attitude that they are in charge of ship maintenance and cargo operations and don't need or want any input or interference from the captain. Other mates feel that the captain has a huge stake in what happens aboard the vessel and, in the normal course of events, keep him advised. I always tried to have a close relationship with the captain and frequently discussed any subject with him. Who knows? I might learn something.

An important question is what qualities a chief mate must have. My feeling is that he needs a lot ofknowledge, experience, confidence and courage. Obviously, he needs to know a lot about cargo stowage, vessel maintenance and union contracts. If he has the knowledge, experience will temper his decisions because he will understand that everything is not either black or white and sometimes you have to settle for something less than perfect. No matter how much knowledge or experience you have, you will fail if you aren't confident enough to tell everyone what you want. You need to be able to express yourself in such a manner that your orders are unquestioned; in fact, you need such respect that people around you will assume that it is the correct thing to do or you wouldn't have said it. If a situation gets to the point where your orders are ignored, you need the courage to do something about it. For example, if the longshoremen refuse to stow cargo in the manner you instruct, you have to realize that you hold the ultimate

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hammer. You can turn off the power to the winches. Nothing gets such quick action as a gang oflongshoremen standing around idle while still on the payroll. This is a case where you must be confident that you are right and have the courage to take an extreme action. It is also a case where you had better be correct or the ship owner won't support your decision and you have lost a lot of respect and, possibly, your job.

It's almost a necessity that you have a good sense of humor and it doesn't hurt if you don't care to eat breakfast. Your sense of humor comes into play in your dealings with the sailors' delegate and the bos'n. When the mate joins a ship, he has to be prepared to play a little game with the sailors. They have to determine how far they can go and what they can get away with. The delegate will try to pad the overtime sheet with an extra hour here and there or make an effort to convince the mate that some established custom is in place such as paying someone an hour overtime per week to polish the binnacle. The bos 'n will attempt to use more men than are needed when he is allowed to call out men on overtime. The best thing the mate can do is laugh and kid them a little for thinking that he would fall for such preposterous proposals.

It's helpful for the mate to get along well with the sailors in the deck department. You have to be honest and truthful in all your dealings and play a game of give and take. If you don't, somewhere you're going to get burned and it will be absolutely within the rules of the sailors' agreement. You sometimes let an extra half-hour of overtime slip by because there could be some doubt as to the actual time worked. Other times you may cut some overtime because it will look bad when someone from the office checks the time. You protect yourself by adding an hour here and there which makes it possible to cut some time without causing resentment. Ifyou don't have to cut time, you have a little reserve built up which you can toss in when the crew has done something exceptionally well. So you play the The QuarterDeck, Vol. 29 No. 2

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Captain Pedersen on the bridge of P&T Seafarer with chief mate and hehnsman.

Company photo ca. 1947-49.

game and if you do it well, there will be no problems with the sailors at the voyage payoff and the union patrohnan and the port captain will be happy. There is nothing a port captain

By the time he takes care of all of them, the longshoremen are aboard and the mate finds himself on deck making sure that the chain rails are taken down and that the longshore-

hales more lhan lo have lo argue wilh lhe

rneu aie 1iggi11g ll1e geai cuueclly. He has lo

union patrohnan, because he usually has to concede something. The mate likes to see things proceed smoothly as well, but within limits. The last thing he wants is to be mentioned as a good mate in the patrolman's report in the West Coast Sailor, the union paper. Too much praise in the union paper was considered "The Kiss of Death."

As for not caring about eating breakfast, that is only mentioned because the chiefmate is probably going to miss a lot of breakfasts.

It is not uncommon for a ship to arrive at her berth and be tied up around 7:30 A.M. As soon as the vessel is fast there is a stream of agents, stevedores, ship chandlers and port officials coming aboard looking for the mate.

pretty much stay on deck until he is certain the longshoremen are loading the proper cargo in each hatch. When he finally gets a free moment, breakfast time is long gone.

At the end ofWorld War II the steamship companies found themselves in a state of confusion that led to a wild scrambling attempt to reestablish their pre-war business. Pope & Talbot was no exception. The ships they had been operating before the war were either sunk or had been sold; many of their top managers and officials were still in the military and their traffic department, which had not been needed for four years, was mostly nonexistent. By early 1946 they had a patchwork fleet of intercoastal vessels made

The QuarterDeck, Vol. 29 No . 2

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up mostly ofVictory ships and Liberties that they had been operating for the War Shipping Administration. They also found a ship or two to service Puerto Rico. Under the old McCormick name, Pope & Talbot became a partner with Coastwise Line to reestablish the Pacific Coast steam schooner trade using six small vessels. This venture lasted perhaps a year more and then faded out of the picture. I never saw any of the coastwise vessels in operation nor heard any discussion about them.

The frequent changing ofvessels due to government sales and War Shipping Administration involvement further hampered returning to normal operations. There were too few of the old hands, familiar with prewar commerce, available to man the vessels.

During the hostilities, labor unions had been unable to voice their demands and took full advantage ofthe situation presented them during the period ofrestructuring. Both the 1946 and '48 strikes contributed mightily to the confusion and struggle associated with the rebuilding ofthe industry.

In 1947 Pope & Talbot purchased six C-3 type vessels for placement in the South American trade route that had been granted them. The intercoastal fleet was not stable until 1951 when the last of four Victory ships were purchased and in service with, I think, one Liberty. Somewhere in the mid 1950s the fleet was firmly established and consisted of 10 ships, six C-3s and four Victory Ships.

They operated their intercoastal service with the four Victories and one C-3, which was sometimes chartered in order to adjust the schedule. The Pacific Argentine Brazil Line was their service to the East Coast of South America and operated with four C-3 s, although a fifth was sometimes used when necessary to achieve the number of voyages required under their subsidy agreement. The voyage assignments frequently left one C-3 that was chartered either to another steamship company or the Military Sea Transportation Service. Since I was a mate who

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remained with one company for my entire career (company stiff), I sailed on vessels in each type of service. I suppose the job description of chief mate would be the same for each type of employment, but in actual practice, there are many differences.

Most voyages ended in San Francisco, as that was the home port and the location of the main office. That was convenient for the voyage payoffs as well as the loading of ship's stores for the next voyage. From San Francisco, the intercoastal ships usually sailed north on coastwise articles and then signed articles for the intercoastal voyage in Washington or Oregon. The South American ships paid off in San Francisco and signed foreign articles for the coastwise trip as they called at Vancouver, B.C. They completed their northern loop and paid off and signed on for the South American voyage. The chartered vessels paid off and signed on most anywhere.

The intercoastal ships loaded lumber in Puget Sound, Columbia River and Coos Bay for East Coast ports from Fort Lauderdale, Florida to Boston, Mass. They usually loaded general cargo and steel in Philadelphia, Baltimore, Norfolk, Charleston, and sometimes Puerto Rico for Los Angeles, San Francisco, Portland and Seattle. The company tried to limit loading lumber to a maximum of four ports of discharge but sometimes ended up with five in order to fill the vessel.

To reduce the number of ports of call, they set up a schedule where they would load one ship on the East Coast with general cargo for Seattle and the next with cargo for Portland.

The Seattle ship would load all her lumber and pulp in Puget Sound and the Portland ship would load in the Columbia River and Coos Bay. These schedules were not set in stone because, during times that cargo was scarce, a ship could be sent anywhere in order to get a full load.

North bound, in San Francisco, would be as good a place as any to pick up a ship in the intercoastal service. The vessel had already discharged in Wilmington, California. While The QuarterDeck, Vol. 29 No . 2

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Close up of a lifeboat aboard P&T Seafarer.

Company photo ca.1947-49.

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there, the various union patrolmen had visited the ship; huddled with the men they represented and attempted to settle overtime disputes. They usually looked the ship over and, after talking with the crew, came up with some new demands. These could be anything from a new coffee pot to a television set.

What couldn't be resolved would be referred to San Francisco for final settlement.

The vessel's captain would phone the paymaster in San Francisco and they would determine the day the vessel would be paid off; generally the day after arrival in San Francisco. On the trip north to San Francisco. the captain would complete the payroll, usually with the assistance of the chiefmate, and wire in the amount of each denomination of bills and change that would be necessary for the payoff. That was very simple as every man was paid in $100.00, $10.00 and $1.00 bills and dimes and pennies. It made putting The QuarterDeck, Vol. 29 No. 2

the money into the pay envelopes easy as well.

Sometimes, the day of payoff was pretty hectic as we were also receiving ship's stores. Taking on stores required the attention of the chief officer and chief engineer as some of the providers would want to know if they could substitute for some item that had been requisitioned but they were unable to supply. A third mate, the first assistant engineer and the chief steward were usually on the dock checking the delivery of the stores for their departments against the purchasing orders. The sailors hoisted the stores ahoar<l usine the eear at No . 1 hatr,h for the deck department and the after gear at No. 3 hatch for the engine and steward department stores. Members of the steward department usually rigged a series of roller conveyors and chutes from the forward in shore side of the midship house down to the

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Wiper- The person responsible for general cleaning and painting of the engine room.

Dunnage- Material used in holds to protect goods and their packaging.

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storeroom flat. The messmen and room stewards moved the packages of meat, canned goods, fruits and vegetables along this track until they reached the storeroom area where others picked up the boxes and stowed them in the proper place, as directed by one of the cooks. The engine department stores were normally landed on the offshore side and taken from there by the wipers.

Most of the deck department stores were put away in the forepeak under the direction ofthe bos'n. Longshoremen would hoist the stores if they were working with the preferred set of cargo gear. They would hoist a pallet of ship's stores between loads of cargo as the sailors brought them under the hook.

As the years progressed, the longshoremen began to claim that handling ship's stores was their work and gradually were able to take over a large part of it. It reached the point where a few companies that had used the ship's crew to take stores for many years were granted "Grandfather Rights" and could continue to use the crew. Everyone else was required to use longshoremen.

Sometimes the call at San Francisco required shifting the ship to Oakland in time for the night shift and then shifting back to San Francisco to go back to work the next morning. If a shift to the East Bay was required, we always hoped that it would be after completing the San Francisco discharge and that we could sail from there. That made life a lot easier.

On the first day out of San Francisco, it was a good idea to sit down with the deck delegate and reach agreement on the number of overtime hours each member of the deck department worked since the payoff. If the delegate was new to the vessel, it put him on notice that the overtime was going to be closely watched and he would be unable to be creative in his claim for hours.

In the early to mid 1950s, it was not unusual for the intercoastal vessels to discharge cargo at Portland and Seattle and load in Puget Sound and then Columbia

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River. This gave the mate a little more time to complete some of the work that was necessary, but regardless of the port rotation, there was a certain amount of work that had to be done.

The first task was to concentrate on cleaning holds and the extent to which this was completed depended greatly upon the weather. Under ideal conditions, the mate would tell the bos 'n to call out all hands.

There were usually three or four dirt slings on deck full of broken dunnage and debris and possibly a few sling loads of used shoring material. When the sailors turned to, they immediately hoisted the dirt slings over the side and dumped the contents. Then, if the ocean was calm enough, they opened one of the hatches and proceeded to clean whatever space was free of cargo.

Good dunnage was stacked into loads, on stickers, with an endless rope sling secured around it. Broken dunnage, hold sweepings and used shoring material was placed in dirt slings, hoisted out of the hold and dumped over the side. Shoring material was not saved because it was hardwood and almost impossible to pull the nails. Longshoremen loved these hardwood 4x4s as they made wonderful firewood, giving off a tremendous amount of heat. Frequently we would stack them into loads and leave them in the hatch, ready for the longshoremen to hoist out and dump in the back of someone's pickup truck.

It was always a judgment call whether it was calm enough to pull a couple of pontoons, remove a hatch beam and hoist debris. It was one thing that I was never comfortable with because sailors always seemed to overestimate their ability to drive winches. It was sometimes a heart-stopping event when a sailor had a hatch beam or pontoon on the hook and it started swinging wildly. You held your breath, hoping that he would get it under control, and were afraid to say anything for fear that he would panic.

You worked at hold cleaning until all the hatches were completed or you ran out of The QuarterDeck, Vol. 29 No. 2

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P&T Adventurers

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Eastbound cargo plan.

Side profile of ship is simplified, showing the loading layers and the deck loads. Courtesy Captain Nielsen.

' .. L time. You tried to finish the forward end first so that you could continue after dark, especially when underway with a pilot aboard.

At one time, hold cleaning was considered sailor's work, even in port, and sometimes they would be cleaning a 'tween deck while the longshoremen were discharging the lower hold. It was bound to happen that a few times some dirt or dunnage got away from the sailors and fell down to where the longshoremen were working. That caused a change in the rules and soon the sailors were only allowed to clean cargo spaces below the deck where the longshoremen were working. It wasn't long before that changed and the sailors weren't allowed to work in the same hatch. Eventually, the longshoremen negotiated an agreement with the ship owners making hold cleaning their work while a vessel was in port. It seemed as if the disputes over work jurisdiction, between the longshoremen and the sailors, were an endless occurrence.

Breaking out the deck chain lashings was another operation that needed to be completed as soon as possible. This consisted of dragging the chains out of their storage boxes and shackling one end into a pad eye on deck and piling the chain against the fish plate. The The QuarterDeck, Vol. 29 No. 2

pad eyes were approximately eight feet apart and it was up to the chief mate to designate where the d1aim; were to be located. You usually liked to have an extra chain across No. I hatch and in the area of the shrouds between No. 2 and No. 3. Turnbuckles, pear links and shackles were usually stowed on top of the mast houses where they would be available when lashing.

From our arrival on the coast until our final port of departure for the Panama Canal, the cargo gear almost always remained "flying." It would only be lowered and secured when heavy weather was expected.

There were times when a vessel arrived at her berth and there were four or five gangs oflongshoremen standing around waiting for the ship. The message was delivered loud and clear. "Get that damned gangway on the deck in a hurry." Under favorable conditions, the gangway would be completely rigged with safety net m place and ready to be lowered immediately. Other times, when the ship was deep or the river or tide was low, there might be a question as to whether the gangway would clear the dock, in which case it remained in the stowed position. In either case, the chief mate had better make

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certain that the gangway be in place on the vented the drum from running free. We had dock in record time. so much trouble with longshoremen releasing It was common practice for the mate to the topping lift break, to lower a boom, and send a sailor from the bow back to the then losing control and allowing the boom to gangway as soon as they had a couple of fall that we secured the brake with a length of lines ashore. When the second mate had a chain and a padlock. This made it impossible stem line in place he would send a man for a longshoreman to raise or lower a boom forward and the mate on the bridge would without a mate, who had a key, in attendance. send the helmsman down to help. Ifthe The topping lift also had a patent brass gangway was ready to be lowered, these stopper that was secured to the deck. The three would have it in place in a very short jaws, grooved to fit the lay of the wire, were time and if it had to be rigged, they would clamped in place by means of a turn screw. have it well under way by the time the rest of This was intended to prevent accidental the sailors arrived to help. It would be a safe dropping of the boom when disengaging the bet that iflongshoremen were waiting on the drum, but sometimes the longshoremen left it pier, so was the port captain or office in place with the weight of the boom on it and manager. Failure to get the gangway lowthen proceeded to work cargo. This could ered in a timely fashion was a very visible easily wear down the brass grooves on the and costly mistake and could be one that had jaws of the stopper and render it unsafe. All demotion to second mate written all over it. the mates were instructed to make certain that Ifyou can't get the gangway down, what the his stopper was used properly.

When listing the duties of the chief mate, hell can you do? safety is seldom mentioned except as an There was enough activity while disafterthought. My guess is that maintaining safe charging cargo at either Portland or Seattle to keep all the deck officers busy. Before working conditions aboard the vessel is discharge started, the stevedore foreman usually delegated to the junior mates and the would usually get together with the mate in bos 'n and reflects the attitude and interest of order to find out anything that might be a the chief mate in promoting safety. There is a problem or if it mattered which end of a hazard connected with just about every hatch should be rigged. The chief mate took shipboard operation and the attention paid to the forward end of the ship and the second safety by the crew depends upon how hard mate, or the mate on watch, the after end the mate presses the issue. While maybe not a direct issue of safety, the mate had to be while the longshoremen rigged the cargo gear. The Victory ships had very simple gear ready to handle the problems brought up by so there was very seldom any problem with the longshoremen. The main problems were them. On the other hand, the C-3s were a cargo falls that were either kinked or had a lot little more complicated and there was always of fish hooks, cargo stowed within the three foot clearance around the hatch square or the possibility that longshoremen would get careless and drop a boom. They had double hatch boards that were damaged in some manner. All the deck officers had to be alert drum winches with the cargo fall secured on one and the topping lift on the other. The when the vessel was loading and make certain drums were on a common shaft and were that the three-foot clearance was maintained. engaged or disengaged by means of a lever The condition of the cargo falls was a pet complaint ofthe longshoremen in the norththat moved a notched collar along the shaft to fit it into a matching fixed collar, which was west. In Los Angeles, the longshoremen loved to find fault with the hatch boards. You part of the shaft. When a drum was disensaved time and trouble by granting their gaged, a break operated by a wheel preThe QuarterDeck, Vol. 29 No . 2

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pertaining to the intercoastal service. If it wishes, even if you put the cargo falls and hatch boards back in service for the next port. was a C-3, he might also take care of the charts for the South American run as that It didn't matter much if the ship was ship could possibly change services. discharging in Portland or Seattle; the mate In addition to his duties relating to cargo, had plenty to do. At the initial rigging of cargo the chief mate had to think about laying out gear and opening of hatches, he needed a the work for the deck department. Two or mate to take care of the after deck while he three sailors might be assigned to splice the presided over the forward deck. Without the supervision of a couple of mates, there was an eye in a new mooring line and then cut and splice wire for cargo runners. Ifthe weather excellent chance that chain railings would not was good, the paint punt would be put in the be removed or that hatch beams would be water and as much ofthe hull as possible landed on pontoon covers without dunnage would be painted. They would work in way between. of the bow and stem as the rest of the vessel Pope & Talbot delivered large shipments might easily be painted from the dock at a ofliquor to both the Oregon and Washington Liquor Commissions. Liquor possibly created later time. Maintaining the lifeboats and davits was a never-ending program as the the greatest problem in the never-ending fight provisions, water and equipment had to be against pilferage. When we loaded it on the inspected periodically. The releasing gear East Coast, a mate was stationed in the hatch had to be inspected and checked and the where the booze was stowed and checked it davits and falls had to be lubricated. Historiaboard. It was loaded in special cargo lockers, over-stowed with other cargo, and, in cally, taking care of the lifeboats was the responsibility of the third mate uut, uve1 time, the Victo1y ships, stowed in the former gun this became another job that wound up under crew quarters. Regardless of what we did, the direction ofthe chiefmate. Ifnothing we were unable to prevent pilferage. Our else, the midship house usually could stand a only success was to make the game a little good soogie job, the storerooms could be harder. cleaned or the chain locker painted. Of Ships discharging in Portland usually had course, there were always holds that needed steel plate that had been loaded directly from to be cleaned before the vessel went on gondola cars in Philadelphia or Baltimore.

They had to be discharged into rail cars loading berth.

The company provided a booking list, exactly as they had arrived at the ship's side at the port ofloading. We never could find a which showed the loading and discharge satisfactory way to mark-off between the rotations along with the quantity oflumber at each loading berth for each discharge berth. carloads. We tried paper, chalk, paint, We could usually maintain the discharge dunnage, tape and nets; all to no avail. The rotation but our loading sequence was mark-offs disappeared from cargo being frequently turned completely around. There dragged over them, rain dissolving them, were several reasons for this, all of which people walking over them or by magic. At were beyond the control of the vessel. First, any rate, it was time consuming and largely the traffic department sometimes had not fully ineffective. booked the vessel when the loading comIn port, the second mate was busy cormenced so they were looking for an addirecting charts and publications because a couple of month's worth of"Notice to Maritional booking at an unknown berth for an unknown port of discharge. Second, we ners" had been delivered aboard in San might prefer to start loading at a certain mill Francisco. If the vessel was one of the but there was only one berth there and it was Victory ships he need only correct charts The QuarterDeck, Vol. 29 No . 2

Soogie- Cleaning the

inside of the ship with soap and ,vater.

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Docking the P&T Seafarer.

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occupied by another vessel. Third, a mill was in the process of cutting the lumber we were to load but hadn't produced enough for us to start loading. Usually they were cutting to obtain the best utilization of the logs. They might have sufficient lumber to start loading but hadn't completed production for the last port of discharge. This situation resulted in loading a partial deck load in the wings abreast and securing it with a minimum of chain lashings. Until the holds were full we had to climb over the deck load and work our way around the pontoons and hatch beams that were landed on top of the deck load. It happened so frequently that we began to believe that this was the proper way to load a ship.

When it came to lashing a deck load, there was no hard and fast rule except that you had better provide close supervision. How the deck load was secured depended upon the chiefmate and what he wanted done. Generally speaking, the amount of securing depended upon the size, weight, shape, number ofitems, and value ofthe pieces. My goal in securing the deck load was to temporarily make the deck load part ofthe vessel, as solid as the mast houses, winches and masts. This was impossible to achieve with rubber-tired vehicles because there was no way to take the bounce out ofthem. On the other hand, the tread on rubber tires provided a strong grip on the deck and when a vehicle was in gear with the brake set, it was hard to move. I never felt comfortable lashing the deck load with wire for two reasons. Longshoremen often did not properly apply cable clamps; they would put them on in the wrong direction or not tighten them sufficiently. Also the weight ofa turnbuckle tends to make a wire lashing bounce and loosen the turnbuckle ifit is not properly stopped off My first choice was always to lash with chain and the regular deck lashing turnbuckles (1 114" dia. xl 6" take-up with pelican hook and pear link).

Before the loading and lashing begins, the mate should take the time to explain to the stevedore superintendent and the ship

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foreman exactly where he wants each unit landed and how it is to be lashed. If the mate doesn't plan to supervise the lashing himself, he should thoroughly explain what he wants to the mate assigned to the job.

When large, out of the ordinary commodities such as railroad locomotives or very large pieces of machinery were to be loaded, there were special arrangements made for their securing. This could include welding pad eyes on deck, in the proper locations, to facilitate the lashing. In some cases small pieces of steel plate were used to weld the cargo directly to the deck. It was usually not sufficient to just weld the lift in place and it was also blocked and lashed. In the case of exceptionally heavy pieces, the deck was shored up from the deck below with heavy timbers.

Ordinary deck loads required no special attention other than what the chiefmate required. There is no question that there could be a big difference between what one mate would require compared to what would satisfy another. All I could do is explain what I required, knowing full well that it probably exceeded what satisfied many other mates. I also know that I made out better than lots of The QuarterDeck, Vol. 29 No . 2

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others because I never lost any part of a deck load nor did I ever receive a complaint from the company for spending too much money lashing.

The voyage westbound was the time that we tried to make everything look pretty for the home office. This was when we chipped the main deck and painted it with a special deck preserver. The main deck paint was special because every mate had his own formula which he was positive was better than any other. Just about all the formulas contained the same ingredients. These were fish oil, lampblack and Japan drier. The main difference was in the proportions. Some mates mixed in used lube oil or diesel and, in some cases, even fuel oil. I had my own mix, but after a few disasters, gave it up in favor of commercial deck coating. Too much fish oil and it smelled awful forever and never dried.

Too little lampblack and it dried a crummy looking gray. The commercial deck coating dried a dark black and looked great.

Just about everything else we did was to improve the appearance of the vessel for her arrival on the West Coast. The midship house was partially painted or touched up to make it look fresh and clean. The outside decks of the midship house were painted either red or black, depending upon their location, and the inside passageway decks were coated with bright red deck paint. Inside passageway bulkheads were either washed or painted if they were soiled and crew mess rooms and quarters were painted as needed. Deck coating was applied to the entire main deck except where cargo stowed on deck prevented it. Ifwe knew of any "beefs" the crew had that could be taken care ofby the carpenter or deck department, we would try to get it done.

From the Canal Zone, we mailed our requisition for deck department stores, for the next voyage, and a copy of the disputed crew overtime to the port captain in San Francisco.

With our arrival at Los Angeles, we were getting ready to complete the voyage and start The QuarterDeck, Vol. 29 No. 2

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all over again on the next. As you finished the voyage, you felt rested and could look back with satisfaction knowing that you had worked hard, earned your money and hoped that you had helped the company make a profit. In some respects, the deck department could almost be considered a family.

Usually only the best sailors in the union shipped out on the intercoastal ships. Many ofthem were family men with wives and children to support and they sailed intercoastal because they worked a lot of overtime and the voyages were short. Ifthey wanted to spend some time at home, they could leave the vessel knowing that there would be another along shortly. It was a comfortable feeling when the ship changed crews, at the end of a voyage, and you realized that you knew several members of the new crew.

The post-war Intercoastal Trade was at its peak for about ten years from the early 1950s to the eaily 1960s. All ufthc: cumva1iic:s engaged in the trade fell on hard times due to higher wages, frequent labor strikes, and the railroads offering low freight rates on selected cargoes. Also affecting their profit possibilities was their inability to obtain a reduction in the cost ofthe Panama Canal transits.

Editors Note: Both Nielsen 'sfather and grandfather were captains engaged in the Pacific Coast Lumber Trade. Nielsen would become a ship 's officer during World War II. After the war Nielsen continued his career in merchant shipping with Pope & Talbot working his way to Chief Mate inl952, then Captain in 1954. Captain Nielsen would go ashore in 1959 and retire in 1986.

Full text for the story of Where 's the Mate? is available at the Columbia River Maritime Museum Library. A special thanks to Captain Niels Nielsen for his assistance in making this article possible.

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News and N ates

Museum Staff:

Barbara Abney Kim Bakken Russ Bean Celerino Bebeloni Chris Bennett Ann Bronson Cheryl Cochran Betsey Ellerbroek John Gibbens Helen Hon! Arline LaMear Jim Nyberg Jerry Ostermiller David Pearson Molly Saranpaa Hampton Scudder JeffSmith Cynthia Svensson Patric Valade Shelley Wendt RnrhP1 Uj nnP 1

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Empress of the North Arrives at the Maritime Museum The new American West Steamboat Company ship Empress ofthe North paid her first visit to the Museum this September.

The 360-foot long vessel is propelled by both a three story high paddlewheel and two Z-drive propeller pods, which rotate 360 degrees to provide unequalled maneuverability at speeds ofup to 14 knots. The Empress carries up to 235 passengers on 7-day cruises.

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Hail and Farewell We bid a sad farewell to Volunteer Coordinator Chris Bennett. After 12 years at the Museum, and millions ofschool kids later, Chris has decided to take a chance to travel the world with her husband. We are excited to say that Chris will continue helping out the Museum by volunteering. Best ofluck and smooth sailing!

We welcome two new staffmembers aboard. Cynthia Svensson, will move from her Front Desk position to Volunteer Coordinator.

Cynthia brings a lifetime ofdedicated volunteer experiences from a variety ofnon-profits to the Museum. Welcome aboard Cynthia!

We also welcome John Gibbens as our new Development Director. John comes to the Museum with a strong background in fundraising throughout Oregon, including his last postion working for the University of Oregon's Music Department. Welcome aboard John!

Upcoming Events: January 10, 2:00 p.m.

Pacific Northwest Weather and Its Effect on the Columbia River Bar

National Weather Service Warning Coordination Meteorologist, Tyree Wilde, will enlighten the audience about seasonal weather patterns and marine weather hazards that effect ships, other vessels, and bar pilots as they cross the treacherous Columbia River Bar. February 7, 2:00p.m.

Visible Bones: Journeys Across Time in the Columbia River Country The Surviving USS Card crew reunited in Astoria.

The Museum's plaza was the reunion site for the veterans of WWII who presented the Museum with the name board from their ship, the USS Card, CVE-11 , an escort carrier. ·l he Card was built, outfitted and commissioned in Seattle. The ship and crew received a citation from the Secretary of the Navy in 1943 for their performance during anti-submarine operations during that year.

The name board will become a part of the Museum's permanent collection.

The Columbia River region has many stories to tell. Author Jack Nisbet will reveal the natural and human history ofthe Columbia River country through a lecture and slide presentation. He will be available after the presentation to autograph his latest book, Visible Bones: Journeys Across Time in the rnlumhia River rmmtry May 8, 2:00 p.m.

Coastal Migration by Early Humans

Roberta Hall, Archeologist at OSU, will discuss human coastal migration from northeast Asia during the Late Pleistocene era and her work in southern Oregon .

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In Memoriam

Volunteer Appreciation Night

On a beautiful September evening at Camp Rilea's Chateau grounds, volunteers received honors for their valuable service to CRMM. A special "Store Star" award was presented to Kristy Ann Chamberlain, and "Life-Saving" awards went to docents Lorraine Berg, Donna Gustafson, Lynne Leland, andAnne Morden. Pins were awarded to those who reached accumulated hour milestones. Thorne Hilts, Bill King, Lynne I ,~lan<l an<l Fre<l Sr.hott r.omplete<l ~00 honrs, and Helen King and Tom Wilcox have given 300 hours. This year's 100 Hour Club members are Dave Bennett, Ben Cadman, Kristy Ann Chamberlain, Bob Chamberlin, Jeanne Clifford, John Gilliland, Kenny Ginn, Doris Hay, Thome Hilts, Lynne Johnson, Walt McManis, Gurie O'Connor,Al Olson, Earl Philpott, Charlie Ray, Peggy Roeser, Fred Schott, and Bill Williams. A hearty Thank You to all for a great job!

Museum Wins Second Prestigious Architectural Award

The Museum has been honored with two major architectural awards for its expansion and renovation. In the last issue of the Quarterdeck we annouced our second place in the American Institute ofArchitects Portland Chapter People's Choice Award. This time our Museum architects from Fletcher, Farr, Ayotte PC received the Award of Honor from the American Institute ofArchitects Northwest and Pacific Region. Both of these are great honors for the Museum. A special thanks to Hal Ayotte and his staff for a job well done.

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It is with great sadness we note the passing ofthree dedicated Museum advocates.

Dick Olsen, a dedicated volunteer, passe away this fall. He began his career on the river at age 18. Dick was a merchant seaman during World War II. Later he started his own towing business towing log rafts to ships and mills on the Columbia and Willamette rivers.

Dick also did marine construction, drove pilings, and built floats for houseboats and walkways for yacht clubs. He was an invaluable volunteer on the Lightship Columbia and assisted the Museum with many docenttraining sessions. All ofus will miss Dick's knowledge ofthe river, enthusiasm, and stories.

It is with great sadness that we note the passing of Captain Paul Jackson. Paul was a graduate ofthe California Maritime Academy and became a Columbia River Bar Pilot in 1986, where he was a pilot for 17 years.

Captain Jackson was known for his great sense of humor and quick wit. He was a talented musician, and very involved in the community. Paul hosted a radio show on KMUN every Monday, participated in local productions, and emceed the Regatta Boat Parade. Paul was associated with CRMM for many years and volunteered for various special events. He was considered family and touched many of our lives.

Betty Korpela, longtime CRMM volunteer, passed away in October. Betty spent her career as a librarian for the Astoria School District and she was very energetic and active in the community. With her family connection to the river, it was natural that she would share her talents with the Museum library. Each week Betty could be found working on special projects helping to make library materials more accessible to researchers. After she and her husband Eldon moved to West Linn, she maintained her connection to the Museum. Her warm smile and presence will be sorely missed and fondly remembered.

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Oregon's Star Detail of Building the StarofOregon 1841

by William Mcilwraith 1934

Information from a page in Lewis &

s

Dryden Marine History of the Pacific Northwest

referring to a letter from Joseph Gale to Hon. J. W. Nesmith published in the Portland Oregonian , December 13, 1891 , written many years before.

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This artwork was recently donated to the Museum. TI1e donor found it in the crawlspace ofthe home she was selling, and thought the Museum might be interested. It depicts the building of the Star ofOregon in 1841.

Oregon landscape artist, etcher and illustrator, WilliamForsythMcilwraith (1867-1940), captured this significant moment in Oregon maritime history in his print, dated 1934.

The Star ofOregon, a small fore and aft schooner, is significant because it was the first vessel built and launched in the Willamette Valley. At that time, all the cattle in the area were owned by the Hudson's Bay Company, the Methodist missionaries, or Ewing Young, and settlers in the valley were looking for other sources oflivestock. Aman by the name of Joseph Gale, a mountaineer, seaman and navigator was charged to head up an enterprise to build and sail the Star ofOregon south to California to trade the vessel for livestock and drive them north to the Willamette Valley. The schooner was built on Swan Island and then worked up to Willamette Falls to be fitted for her sea voyage. Lt. Charles Wilkes, himself on an around-the-world voyage and survey for the United States, was instrumental in providing

Gale with the essential items needed for sailing, including papers required for a commander of a U.S. vessel. (The Hudson's Bay Company had refused to oblige the enterprise in any way.) With a crew of four men and a boy, no sailors among them, Gale ventured down the Willamette River, anchored o:ffFort Vancouver, and hoisted for the first time the American flag Lt.Wilkes had given them.

On September 12, 1841 the Star of Oregon headed out the mouth of the Columbia and south to the little town ofYerba Buena (San Francisco.) They traveled nearly 1,000 miles along a rocky coast, without a chart, in stormy weather, and reached their destination in five days. During the whole voyage the crew was seasick requiring Gale to stand at the helm for thirty-six uninterrupted hours.

They sold the vessel as planned and during the winter "preached the gospel of Oregon" so that in the spring Joseph Gale and 42 other men started north with 1,250 head of cattle, 600 horses and mules and nearly 3,000 sheep arriving in the Willamette Valley 75 days later with few losses. The livestock monopoly in Oregon was ended because of this courageous enterprise and Oregon was nudged further into United States hegemony, all because of a little fore and aft schooner named the Star ofOregon.

WilliamForsythMcllwraith, (1867-1940) worked for twenty years as a successful commercial artist in the Portland area. His work was important for its documentation of the fishing and shipping activity on the Columbia and Willamette rivers, and he was regarded as one ofthe leading etchers on the Pacffic Coast. The Museum has another work by Mcllwraith in its collection, this one an etching ofthe Battleship Oregon, on display in the Naval History Gallery.

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Education The Education Department continues its efforts in making CR.MM a lifelong learning center and creating experiences for people of all ages.

One of the exciting projects this year has been developing a partnership with Tom Doty, a storyteller and poet. Mr. Doty was commissioned to write a book for the Museum ' Volume 8 in his The Adventures ofDoty & Coyote series. This book, entitled We Who

Cheryl Cochran visiting a local classroom.

Watch the River: A Native View of the Columbia, begins with the two main characters

' Doty and Coyote, in the Great Hall here at the Museum! Through Tom's expert storytelling skills the reader is soon traveling up river to learn many ofthe Native American stories about the Columbia, including She Who Watches. Tom has performed twice in the Ford Family Room this spring and his program is <le-finitely for people of all ages. With funding from TLC Federal Credit Union we were also able to take him to the three local elementary schools to perform. Look for a schedule of upcoming performances on our Web site.

The Education Department received a $4,000 grant in the spring from Trust Management Services, LLC. These funds have allowed us to purchase replicas, educational videos, children's picture books, puppets, costumes, and other educational materials.

These items are being incorporated into our Museum in the Schools programs and new Family Programs that are offered in the summer months. Family programs allow us to reach out to a much larger audience. This past summer we provided 727 family members with meaningful and relevant experiences that related to maritime history and science using hands-on adi vi ties. Trust Management Services has been a wonderful supporter of our education programs and we thank them.

Winter is an excellent time for learning here at the Museum. The eight-week course, "Past to Present: Columbia River Maritime Th e QuarterDeck, Vol. 29 No. 2

History" was offered to people interested in volunteering at the Museum and learning more about maritime histmy. After the course, new docents were trained in interpretation techniques. Last spring Dr. Waldo Wakefield, The Quarterdeck Volume 29, No. 2 from NOAA, presented a ve1y infonnative Winter 2003 The Quarterdeck is lecture and slide show on the research that published by the was done on the Astoria Canyon.

Columbia River If you visited the Museum this summer, Maritime Museum, 1792 Marine Drive, you may have seen groups of children Astoria, Oregon 97103. wearing red Lightship Columbia t-shirts Tel: (503)325-2323 Fax: (503)325-2331 painting boats on the plaza, taking a walk, or exploring our galleries. The three summer day www.crmm.org camp sessions were filled to capacity. Each Editor: David Pearson session was designed for a different age Editorial Staff: group and provided the campers with lots of Barbara Abney arts and crafts activities, as well as opportunities Betsey Ellerbroek Jerry Ostermiller to learn about the river and maritime topics.

Molly Saranpaa JejJSmith This fall the Education Department Shelley Wendt received two grants to assist us in continuing our valuable programs for youth. Quest for Printed by Printgraphics Truth Foundation again awarded us with Beaverton, Oregon $10,000. The Friends of the Columbia River Maritime Museum, always avid supporters and tireless advocates of the Museum ' generously contributed $3,000 to our cause.

A huge BRAVO ZULU to both organizations for their support.

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Ways to Invest in Your Museum Foresight (for 'sit) 1. care or

provision for the future; prudence.

2. the ability to foresee and prepare for future needs.

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Perhaps you have thought about supporting the Columbia River Maritime Museum through planned giving but felt that :financial constraints prevented you from doing so? There is no need to compromise your lifestyle to contribute to the Museum.

A bequest or living trust is one way you can make a charitable contribution now, without it costing you a penny.

Now more than ever, charitable giving can represent an important and fulfilling way to make a difference in the world around you.

A large percentage of charitable gifts are normally completed during the final months of the year. This is not only a traditional season for giving, it is also a time when many choose to review their :financial picture, including their charitable gift plans.

By taking the time to carefully decide what to give, when to give, and how to give, you can help assure maximum impact from your gifts.

When you meet with your attorney, tell him or her exactly what you want to do. Be as clear as possible in describing what you want given to whom. Be sure to give him the correct legal name ofthe charitable beneficiary, Did you know that the Columbia River Maritime Museum, a 501 (c)(3) corporation, is the designated charitable organization to receive gifts for the support ofthe Museum?

Among others, here are eight generally accepted ways to make a bequest. You might discuss them with your attorney as you prepare or update your will.

1. Specific bequest. This is a gift of a specific item to a specific beneficiary. For r-xamplr, "T givr all ofmy nautical artifacts for the benefit of the Museum." Ifthat specific property has been disposed of before death, the bequest fails and no claim can be made to any other property.

2. General bequest. This is usually a gift of a stated sum of money. It will not fail,

even if there is not sufficient cash to meet the bequest. For example, "I give $50,000 unrestricted, to the Columbia River Maritime Museum." If there is only $25,000 cash in the estate, other assets must be sold to meet the bequest.

3. Contingent bequest. This is a bequest made on condition that a certain event must occur before distribution to the beneficiary. For example, "I give $50,000 to my son Joe, but ifhe predeceases me, I bequeath that amount to the Columbia River Maritime Museum as an unrestricted gift." A contingent bequest is specific in nature and fails if the condition is not met.

4. Residuary bequest. This is a gift of all the "rest, residue and remainder" ofyour estate after all other bequest, debts and taxes have been paid. For example, say you own property worth $500,000, and you intend to give a child $50,000 by specific bequest and leave $450,000 to a spouse through a residuary bequest. If the debts, taxes and expenses are $100,000, there would only be $350,000 left for the surviving spouse. You may prefer to divide your estate according to percentages of the residue (rather than specifying dollar amounts), to ensure that your beneficiaries receive the proportions you desire.

The bequest types listed above can apply to individual heirs or to charitable organizations.

The following information applies to all bequest types but outlines special considerations when you plan a charitable bequest to help support the Columbia River Maritime Museum.

5. Unrestricted bequest. This is a gift for general purposes. A gift like this-without conditions attached-is frequently the most useful, as it allmvs us to determine the ,visest and most pressing need for the funds at the time ofreceipt.

6. Restricted bequest. This type of gift allows you to specify how the funds are to be used. Perhaps you have a special purpose or project in mind. If so, it's best to consult us The QuartcrDcck, Vol. 29 No. 2

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when you make your will to be certain your intent can be carried out.

7. Honorary or memorial bequest.

This is a gift given "in honor of' or "in memory of' someone. We are pleased to honor your request and have many ways to grant appropriate recognition.

8. Endowed bequest. This bequest allows you to restrict the principal ofyour gift, requiring us to hold the funds permanently and use only the investment income they generate.

Creating an endowment in this manner means that your gift can continue giving indefinitely.

Almost any asset you would contribute outright can be given through a bequest. The tax advantages will vary according to the type of asset donated. The most tax-beneficial assets to donate are assets that are subject to both income taxes and estate taxes and leave only a fraction of the value for heirs. Income in respect of decedent (IRD) typically includes assets that have been deferred for income tax purposes, such as deferred compensation, IRA's and retirement plans. Your attorney can tell you more about IRD. As part of your year-end financial planning, you may also want to arrange for gifts that will be received after you and your loved ones no longer need the assets used to fund the gifts.

Minimize estate and gift taxes

Estate tax reforms effective January 1, 2002, provide that many Americans may now give more to loved ones and charitable interest without regard to federal gift and/or estate taxes. For those who will be liable for estate taxes, there are still no limits on the amount deductible as charitable gifts from your estate.

You may be pleasantly surprised by the number of opportunities to safeguard your future economic security, preserve assets for loved ones, and make preparations for thoughtful gifts that further chantable purposes you wish to support.

• Giving through your will can be a convenient way to provide for loved ones while you make charitable gifts of a specific amount, a percentage of your estate, or all or part of what The QuarterDeck, Vol. 29 No . 2

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remains after others have been remembered.

• Giving through living trusts is another option you may wish to consider. Charitable gifts can be a rewarding addition to such trusts.

• Giving through life insurance can allow you to make a gift of proceeds that may no longer be needed to assure the economic security of a spouse or other loved ones.

You simply name a charitable beneficiary to receive all or a portion of policy payments at death. Estate tax benefits may result from suchgifts.

• Giving the remainder of retirement plans is gaining in popularity. You may wish

to consider how you can use "excess" retirement funds to make charitable gifts in a tax-efficient way. Check for tax law provisions that may make gifts from retirement account assets an especially appealing part ofyour estate planning.

• Gifts that give back. You can make a gift today and retain income for life or another period of time you choose for yourself and/or a loved one. Charitable remainder trust and similar gift plans can be an attractive way to make a charitable gift while increasing income in a time ofrelatively low investment returns.

Exciting possibilities

As one can see, tremendous benefits can result from taking the time to carefully plan charitable gifts.

If the ideas presented in this article interest you, we will be happy to provide further information upon request at no obligation. Specific tax rates and rules can change. If you are contemplating a gift using concepts outlined in this letter, you may wish to share this information with your financial advisors.

The Museum's Development Office would be glad to work with you. If you have questions on any ofthe material covered in this letter, or if we can be of assistance in any other way, please give us a call. You can reach us at (503) 325-2323.

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COLUMBIA New Members April 1, 2003 November 19, 2003 Statesman Robert B. Andrich James E. Dickson Patricia McDonald Dan Peterson Marjorie Seeborg Rev. Edwin T. Shackelford Patricia West

Ensign John G. Arrison Laurence L. Burke Joseph Faracchio Nancy E. Masters Keith Sellards

Crew Mr. & Mrs. Glenn Ahrens Mr. & Mrs. Don Bancel Mr. & Mrs. R. W. Bonn McAndrew Bums Mr. & Mrs. Joseph D . Camey Mike & Mary Davies Mr. & Mrs. Glenn Desseau Roger Devine Freebloom Family Mr. & Mrs. John D. Gianelli Bill & Janet Greenlaw Christine & Maria Harris Mr. & Mrs. L. Gene Holmes Frank & Sylvia James David R. Keeran Paul Masin & Cindy Barlow Peter & Nancy McGuire Steve & Rosanne McPhail Anne Mullen Kris & Anca Nickelson Jerry & Annie Oliver Sandi Osterholme Holly Perkins Mr. & Mrs. Steve Sanders Mr. & Mrs. Brooks Schaener Phil & Sharon Schmidt

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David & Lori Sexton Douglas Sponseller Jim & Sue Staudinger Mr. & Mrs. Ken Steigers Mr. & Mrs. William E. Stephenson Scott & Nancy Taylor Myron & Julie Tremblay

Capt. & Mrs. James S. Bernard Mr. & Mrs. Richard L. Brown Mr. & Mrs. Robert Chamberlin Capt. & Mrs. Raymond H. Collins Scott Collins & Susan Edison Dr. & Mrs. James 0. Pearl Donna Govednik & Dr. Anne Klinger Mr. & Mrs. Howard Grafton Capt. & Mrs. Ron Gray, Sr. Captain & Mrs. Gene Itzen Richard & Christine J esser Mr. & Mrs. Gilbert V. Kamara Virginia M. Kaufman Brian H. Kelly Mr. & Mrs. William G. Kitchin John Krumbein Mr. & Mrs. Ernest E. Larson Elizabeth R. McMullen Alice Merrill LisbethA. Miller Hester H. Nau Larry Nordholm & Gayle Smelser Mr. & Mrs. Edward M. Perkins Emory W. Readen Mr. & Mrs. Thomas Ritchey Roger Rocka & Janet Mitchell Mr. & Mrs. Robert Scott Mr. & Mrs. Glen Swift Mr. & Mrs. J.R. Thompson

Mr. & Mrs. Hank De Voss Donna Mary Dulcich Lylla & Jim Gaebel Mr. & Mrs. Lenard J. Hansen Mr. & Mrs. Henry Houser Charlotte Langsev Bill Lind Mr. & Mrs. Gary Olson West Line Marine Sales Co. Jack Pietarila Mr. & Mrs. James C. Sharp Mr. & Mrs. Alan J. Skille Mr. & Mrs. R.W. Stevens Mr. & Mrs. Roger Truax Margo Grant Walsh Mr. & Mrs. John L. Wentland Mr. & Mrs. John Willson Dr. & Mrs. F.R. Sutherland

Boatswain

Mr. & Mrs. Donald Magnusen

Helmsman Jill Benish Jim & Sheryl Curl Neal & Carolyn Dickey Mr. & Mrs. William Farmer Jim & Michele Gardner Joseph Garrison & Iris Sullivan Leland H. Kerin Mr. & Mrs. Edward Mace Ronald Oswald Greg & Christine Riehl Murray Stanley & Christine Pigart Eric & Lisa Thorsrund Mr. & Mrs. Terry Pittman

Boatswain William B. Pope Richard & Daphne Scott Bert & Denise Stone Mr. & Mrs. Joe Labadie

Pilot Michael & Hanne Bedu

Increased Memberships April 1, 2003 November 19, 2003 Crew Mr. & Mrs. Mervin Andersen Mr. & Mrs. Alan Batchelder Mr. & Mrs. Steve Gray Mr. & Mrs. John Holmstedt Lucille Perkins Mr. & Mrs. Robert W. Trumbull Mr. & Mrs. Nicholas D. Zafiratos

Helmsman

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Alice Ala Lawrence Anderson Mr. & Mrs. Ernest Atkinson Mr. & Mrs. Glen Bay

Ray Bagley Mr. & Mrs. Max Bigby, Jr. Fred Borg & Family Mr. & Mrs. Lloyd G. Bowler Barbara A. Campbell Mr. & Mrs. John L. Christie, Jr. Mr. & Mrs. John Clemson, Jr. Mr. & Mrs. Samuel E. Cochran Tom & Geneva Cook Mr. & Mrs. Kurt Davis

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Pilot Mr. & Mrs. Frederic C. Delbrueck Douglas Du Val Rev. & Mrs. John Goodenberger Dr. & Mrs. Curtis L. Hill Nancy Lowe Mr. & Mrs. Ernest H. McCall James Nelson Larry Peterson Mr. & Mrs. David W. Phillips

Navigator Freda Englund Mr. & Mrs. William Rempfer Kit J. Gillem & Deborah Horrell

Captain Samuel Wheeler

Admiral

Welcome back to Membership April 1, 2003 November 19, 2003 Statesman Joyce Ruff Abdill Tom Baker Estelle Duggan William H. Krohn The QuarterDeck, Vol. 29 No. 2

COLUMBIA James L. Meredith Carol Moore Gavin Young Ensign Loretta R. Maxwell Dennis W. Nagasawa Arthur H. Newton Chet Orloff Crew Donna Bauer Mr. & Mrs. John Bradbury Mr. & Mrs. Peter Clarke Mr. & Mrs. Victor Cordero Mr. & Mrs. Robert Cordiner Darrell Crawford Mr. & Mrs. John E. Espey Jerry Hanes & Paula Frazer Richard & Daphne Green Mr. & Mrs. Robert Green Mr. & Mrs. Michael E. Henningsen Mr. & Mrs. Jeremy Hirsch Mamie Jones Patrick Kearney & Lori Leonard-Kearney Morris Komedal Mr. & Mrs. Nie Marshall & Family Kevin & Nancy Miller Lydia Morisette George & June Moskovita Mr. & Mrs. Gary Randles Mr. & Mrs. Laurence E. Roberson Mr. & Mrs. Brad Rullman R.E. Sandstrom Mr. & Mrs. John Spring Joseph Supple Robert H. Thomson, III Mr. & Mrs. Andrew C. Vanderplaat Mr. & Mrs. Michael Vorwerk Mr. & Mrs. James Waltz Matt Winters Helmsman Mr. & Mrs. Jerry Alderman Capt. & Mrs . Gary T. Blore Ernie Bonyhadi & Shirley Gittelsohn Mrs. Eric Christenson, Jr. The QuarterDeck, Vol. 29 No . 2

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Bruce & Suzie Conner Sally Holloway Evans Mr. & Mrs. Bob Finzer Stephen Forrester & Brenda Penner Mike Morgan Ann Parks Larry & Jean Petersen Mr. & Mrs. Audrey J. Pricher Mr. & Mrs. Waldemar Seton Mr. & Mrs. Dan Stephan Mr. & Mrs. George H. Talbott Guy Tucker Capt. & Mrs. Jack Vonfeld Boatswain Susie Goldsmith & Bill Verner Mr. & Mrs. Eric 'Skip' A. Hauke, III Norma Hebert Mr. & Mrs. A. William Rouzie Mr. & Mrs. Gordon Wolfgram Mr. & Mrs. Mark Gehlar Pilot Bank of America Cindy J. Campbell-Gillies Mr. & Mrs. Dave H. Christensen

Memorial Donations April 1, 2003 November 19, 2003 Alf Hammon Capt. & Mrs. Joseph Bruneau Jennie Backanen Mr. & Mrs. Robert M. Oja Graham Barbey Martha Phillippi Mildred Bauman Frank A. Bauman Paula Beyer Mr. & Mrs. Nicholas D. Zafiratos Carl Bondietti Mr. & Mrs. Robert Chopping Captain W.D. Dee Brown Captain & Mrs. Gene ltzen Faye Bubnick Mr. & Mrs. Nicholas D. Zafiratos

MARITIME Betsy Bush George H. Shaver Charles M. Cartwright Mr. & Mrs. Harry Dichter Capt. William Connolly Mr. & Mrs. John W. Altree Eva M. Brantley & Dorothy Swafford Frances Chiossi Mr. & Mrs. Frederic C. Delbrueck Mr. & Mrs. Walter Gadsby, Jr. Frank & Katie Hart Grant Johnson Mr. & Mrs. Jack M. Jwayad Geraldine Kaptur Mr. & Mrs. James McGee, Jr. James and Teresa McGuire Thelma Moxley Captain & Mrs. Niels Nielsen Francis O'Meara & Family Mabel S. Ruffner Myron & Bonnie Salo Chuck & Carol Strader Ingaborg Crawford Borghild Coleman Mr. & Mrs. Eugene Knutsen Helen Ryan Linda Desiderati Allan Maki Gladys (Haglund) Duncan Dorothy Labiske George Duncan Glen & Liz Duncan Mr. & Mrs. Don E. Link Trygve Duoos Mr. & Mrs. Melvin Hjorten Ann Fearey Mr. & Mrs. Bob Canessa Mr. & Mrs. Robert E. Frame Donna M. Gustafson 0 . Russ Fluhrer Luella Koskela John Ford Mr. & Mrs. Clarence J. Barendse Ruth Gray Mr. & Mrs. Richard E. Cameron Grant and Susan Orr

MUSEUM Rod Grider Mr. & Mrs. Joeseph Bruneau Tim Hartill Curtis Olson George Hediger George Fulton Mr. & Mrs. Jim Robinson Willie Heinze Allan Maki Ruth Howard Mr. & Mrs. Grant Orr Eugene Hughes Dorothy Labiske Hope Hughes Dorothy Labiske Alvin Huhta Donald V. Riswick James A. Imlah Mr. & Mrs. Earl A. Malinen Capt. Paul Jackson Mr. & Mrs. Andrew D. Carlson Mr. and Mrs. Robert Chamberlin Mr. & Mrs. Robert Chopping Jeanne Clifford Betsey Ellerbroek & Capt. Thron Riggs Kurt & Sarah Englund Cliff & Arline LaMear Jerry Ostermiller & Lynne Johnson Jack & Shelley Wendt Ernest Kairala Mr. & Mrs. Clarence Dreyer Lance and Helen Freeman Mr. & Mrs. Eric A. Hauke, Sr. IBEW Local 48 Mr. & Mrs. Arthur R. Johnson Mr. & Mrs. Jeffery H. Johnson Helen Johnson John Kairala Alice M. Knudsen

Continued. ..

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Dorothy Labiske Charlotte Langsev Mr. & Mrs. Ronald Larsen Mr. & Mrs. Ernest E. Larson Fred and Dorothy Leslie Mr. & Mrs. George Parker Roberta Riutta Mr. & Mrs. Gordon Wolfgram Jeane Knutsen Bank of Astoria Rebecca E. Buck & Marion Sefren Mr. & Mrs. David D. Corkill Cheri & Del Folk Mr. & Mrs. Arthur R. Hippensteel Mr. & Mrs. Eugene Knutsen Martin Knutsen Knutsen Insurance Mr. & Mrs. Mark Newton Mr. & Mrs. Hugh A. Seppa Leslie and Holly Wagner Bett):'. Korpela Jeanne Clifford Mr. & Mrs. Clarence Dreyer Deloris Evans Mr. & Mrs. Donald F. Fastabend Donna Gustafson Mr. & Mrs. Walfred Hendrickson Paul & Evelyn McConnell Mr. & Mrs. Robert M. Oja Jerry Ostermiller & T,ynne Johnson Frank and Betty Satterwhite June Spence Einar Lovvold Mr. & Mrs. Melvin Hjorten Elizabeth L):'.nch Borghild Coleman George Fulton Mr. & Mrs. Eugene Knutsen Mr. & Mrs. Don E. Link Helen Ryan Cant. Kenneth McAlnin Capt. & Mrs. Joseph Bruneau Anne McGowan Mr. & Mrs. Robert H. Atkinson, Jr.

MARITIME Mr. & Mrs. Robert Chopping Mr. & Mrs. Del Folk Donna M. Gustafson Mr. & Mrs. Vern 0. Larson Jerry Ostermiller & Lynne Johnson David C. Me):'.er Bill & Julie Bernard Mr. & Mrs. William H. Bishop Mr. & Mrs. William K. Blount Mr. & Mrs. Richard D. Ceyler Mrs. Thomas E. Edison Spencer Mason Ehrman Mr. & Mrs. Walter Gadsby, Jr. Mr. & Mrs. Rupe Hauser Mr. & Mrs. Joseph L. Heinz Mr. & Mrs. Robert A. Herzog Gertrude Jester Mary MacGregor S.G. Milbrad Susan Miller Phil Nock Jean B. O'Neill Jerry Ostermiller & Lynne Johnson Martha Phillippi Susan L. Polzin Mr. & Mrs. William W. Rosenfeld Mr. & Mrs. John W. Schiffer Mr. & Mrs. G.L. Schroff Ole & Anne Sola Mr. & Mrs.Victor Smith Mr. & Mrs. Frank H. Spears Mr. & Mrs. Robert C. Warren Mr. &Mrs. WilliamE. Young Carol Lee Morse Mr. & Mrs. Nicholas D. Zafiratos James O'Connor Tamera Race Cant. Richard Olsen Mr. & Mrs. Clarence J. Barendse Mr. & Mrs. Russ Bean Chris & Dave Bennett

MUSEUM Mr. & Mrs. Bob Canessa Mr. and Mrs. Robert Chamberlin Betsey Ellerbroek Gladys Halsan Jack Harvey Mr. & Mrs. Elmer Johnson Mrs. Florence Lindgren Mr. & Mrs. Dewey Maxson Jerry Ostermiller & Lynne Johnson Mr. & Mrs. Carl H. Paronen Dorothy Sarpola Hampton Scudder & Pam Trenary Jack and Shelley Wendt Mr. & Mrs. Jay Westerholm Erling Orwick Eleanor Forrester Donna M. Gustafson Mr. & Mrs. Melvin Hjorten Mr. & Mrs. Mike Killion Mr. & Mrs. Eugene Knutsen Mr. & Mrs. Robert M. Oja Mr. & Mrs. Robert Roeser June Spence Sunset Investment Company Eleanor Wentworth Laila Ostrom Mr. & Mrs. Donovan F. Morisky Claudia A. Ray Robert Patton Mr. & Mrs. Harry Dichter Wilton Paulson Mr. & Mrs. Glen Bay Andy & Doris Callahan Mr. & Mrs. William R. Cunningham George Fulton Mr. & Mrs. Melvin Hjorten Mr. & Mrs. Bob Jackson Mr. & Mrs. Dick Keller Mr. & Mrs. Eugene Knutsen EdLundholm June Spence Barbara Tenny & Family Toivo Piinno Marilyn J. Anderson Mr. & Mrs. Elmer T. Hjorten

The QuarterDeck, Vol. 29 No . 2

COLUMBIA

RIVER

MARITIME

MUSEUM

Museum Bench Program Don't miss this great opportunity to purchase a bench at the Columbia River Maritime Museum. The Bench Program is beneficial to the community, the donor, and the Museum. It is valuable to the community since the benches enhance the trolley stops along the Astoria Riverwalk, and provide a place to stop and rest while taking in the sights along the Riverwalk or while waiting for the Astoria Riverfront trolley. The donor receives an important tax benefit, and a feeling of pride in helping to refurbish the Astoria riverfront.

Bench frames are die-cast steel and painted maritime blue with the Museum's logo in white on the sides. The seats are made from marine teak, and are ofthe finest quality available.

There are still some benches to choose from . Call the Museum Development Department for more information at 503.325.2323.

George Powell Mr. & Mrs. James W. Davis Capt. Ed Quinn Capt. & Mrs. Joseph Bruneau Carmel Ranta Robert E. Swaggert Tony Robnett Joyce Bondietti Mr. & Mrs. Richard D. Johnson Everett Rose Marcella L. Hatch Capt. Stanley Sayers Mr. & Mrs. Joeseph Bruneau June Smart Mr. & Mrs. Ward Paldanius Daniel L. Stephan Raymond & Caroline Badger Shirley Carrell Leslie & Frances Clark Marie Fauver Kenneth & Inez Greenfield Jack Harvey Sam & Judith Holteen

The QuarterDeck, Vol. 29 No . 2

Mr. & Mrs. Walter R. Ivanoff Wahkiakum County Alliance for the Mentally Ill Jeane Moksness David & Valerie Olson Robert & Judy Paavola Mr. & Mrs. Phillip Raistakka Dan & Clair Stephan Deloris Suomela Mr. & Mrs. Michael Swanson Mr. & Mrs. Donald Wiitala Mary Swingle Mr. & Mrs. Bob Canessa Mr. & Mrs. Eugene Knutsen Lora Jean Thompson Mr. & Mrs. Chris S. Christensen John & Trudy Dawson Mr. & Mrs. Donald Kessler Jane Seeborg Richani Seehorg Mr. & Mrs. Nicholas D. Zafiratos Bob Uhrbrand Mr. & Mrs. Robert Chamberlin

Mr. & Mrs. Clarence 0.

Dreyer Allan Maki Larry & Jean Petersen Ruth Williams Mr. & Mrs. Donald A. Kessler Mr. & Mrs. Nicholas D. Zafiratos Rees Williams George H. Shaver

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Shopping at the Museum Store - Unique Gifts for Everyone ~n Your List!

Your Museum Store is the best place to find that special gift for your family's sailor, fisherperson or maritime historian. We carry the finest selection of maritime related books on the West Coast of the United States We also offer a broad range of titles and gifts relating to the national lr>icentennial celebration o the Lewis & Clark Corps of Discovery Expedition. The Museum Store has gifts for all ages and interests. We invite our members to stop in and look us over for the holiday gift season and, as always, our members will receive a 10% discount on their purchases. Mention this Quarterdeck article and members will receive an extra 10% (that's 20% total) on all purchases through January 31, 2004.

COLUMBIA RIVER MARITIME MUSEUM 1792 MARINE DRIVE ASTORIA, OREGON 97103

CHANGE SERVICE REQUESTED

Non-profit Organization U.S. POSTAGE PAID Astoria , Oregon Permit No. 340