V34 N1 Pilot Boat 'Columbia's First Run

review and newsletter from the Columbia

From the Wheelhouse

The tools of the trade.

For two decades I have watched, and admired, a small group of professionals who have deliberately chosen to work every day smack in the middle of one of the most dangerous spots on the earth; the infamous Columbia River Bar. We call them "Pilots" because they have and use highly specialized esoteric knowledge to safely guide some of the largest and most complex devices made by man through treacherous and unforgiving waters.

As a student of maritime history l have long been impressed with their application of what they have learned when it comes to building the tools of their trade. During the almost two centuries of Euro-American activity on this river the bar pilots have used every kind of craft imaginable. What most folks don't know is just how much effort and research the pilots have invested to ensure they can perform their vital work in the worst of conditions.

This quest produced a number of exotic and successful designs, such as the German built Peacock (now retired and part of the Museum's collections) and the powerful and fast water jet propelled Chinook . All were designed to allow the Pilots to keep the bar open under some of the most trying conditions imaginable. Yet of all the fine designs, nothing can surpass the Columbia, their newest addition to the system.

The Columbia is without a doubt, remarkable. It is much more than an evolved version of its older "sister" the

Chinook, as it is indeed the most modem and best designed pilot boat in the world This boat is awesome not because of its price (millions) but because of what it can do and how it does it. Designed for self rescue of fallen Bar Pilots (yes, they stillclimb 50 foot rope ladders dangling over the sides of these big ships while under way, and they do fall occasionally), this vessel can actually outperform the U.S. Coast Guard rescue boats under certain conditions impressive enough that the Coast Guard is now field testing designs of a new class of rescue boats which are very similar to the pilot boat.

But the real point of this awesome vessel is simply this: as exotic as this boat may appear, it is simply what is required now to get this most demanding of jobs performed safely, a job that occurs under the most extreme of conditions and a job that provides the very "breath of life" for our economic health by connecting us all to the rest of the world. This newest pilot vessel is indeed a tool of the trade; but it is also a metaphor for a demanding, dangerous and high performance profession.

Bravo Zulu Columbia River Bar Pilots, now let's be careful out there!

Afterguard

Thomas V. Dulcich, Chairman

David W. Phillips, Vice Chairman

Capt. Thron Riggs, Secretary

Shelley Wendt, Treasurer Donald Magnusen, Immediate Past Chairman Ward Cook, Advisor

George F. Beall, Advisor Bruce Buckmaster, Advisor

Jerry L. Ostermiller, President

Board of Trustees

Diane Beeston

Peter Brix*

Richard T. Carruthers * Dave Christensen

Dale Farr

Fred Fields Cheri Folk

Walter Gadsby, Jr. Alan C Goudy * W. Dennis Hall

E H (Ted) Halton , Jr Jonathan Harms

John Hart

Don M. Haskell

Senator Mark Hatfield * Senator Betsy Johnson Dr. Russell Keizer

S. Kenneth Kirn

W. Louis Larson

Capt. Rod Leland

Robert Lovell

James McClaskey

John McGowan * Prudence M. Miller

Jerry Ostermiller President

On the Cover:

Photographer Jennifer Rose ofKvichak Marine captures this great shot of Columbia from a helicopter. A special thanks to K vichak Marine, builders of the pilot boats Chinook and Columbia, for the use of the photograph.

Larry Perkins

H . Roger Qualman

Peter Quinn

Hugh Seppa

Mike Sorkki

June Spence Ambassador Charles V. Swindells

Willis Van Dusen* Samuel Wheeler Bill Wyatt

* Trustee Emeritus

Carronades found at Arch Cape

Believed to be from U.S.

Navy Schooner Shark

In an amazing tum of events this past Presidents' Day weekend, a family walking the beach made the discovery of two cannons sitting in the sand directly in front of the oceanside community of Arch Cape, Oregon.

It appears that after a winter of four hurricane force wind events and one of the largest storms on record this past December, the Pacific Ocean had temporarily eroded away enough of the beach at Arch Cape, Oregon to reveal two naval cannons believed to have been lost over 160 years ago.

Schooner Shark

After spending the summer of 1846 at Fort Vancouver, the U.S. Schooner Shark made her way down to the mouth of the Columbia River. Biding her time, waiting

for the best conditions, they finally made the decision to cross the bar to head down the coast. The Columbia River Bar had other plans for Shark that day. After a valiant struggle the ship struck hard aground near today's Clatsop Spit.

In a report to Congress on the loss of the ship the lieutenant in command described how a section of the deck had been carried down the coast. It was found washed up just south of Hug Point, the location of what is now Arch Cape. On this deck section were mounted three U.S. Navy carronades (a short-barreled type of cannon). The Navy midshipmen sent to salvage them reported that one of the carronades was able to be dragged up to a high point on the beach, but the other two were out of reach in the surf zone.

Photograph of a painting of the US Navy Schooner Shark underway.

CRMM collections

The first carronade, as found on the beach at Arch Cape, Oregon. The wood base and fighting bolt are visible on the left hand side of the image.

An overlay drawing of the parts of the carronade.

Overlay of American Navy carronade mount (circa 1830) on co lor photo of Arch Cape artifact showing corresponding elements Courtesy Columb ia River Maritime Museum

Br eech Ri ng Elevation Screw I

Cascabel

Oregon State Parks Employees salvage one of two carronades found on the beach off of Arch Cape. The tide and sand were quickly reclaiming the carronades.

That was the last the carronades were seen until 1898, when a large storm removed enough sand to expose a carronade high on the beach, giving the namesake to the community just to the north of the discovery, Cannon Beach. Speculation was always that it had to be from the Shark, but if it was, what had happened to the additional carronades?

In 2008, within 50 feet of each other, in an area where at least 15 feet of sand had eroded from the beach, the Pacific revealed two carronades, in the same location as had been reported to Congress in 1846. The circumstantial evidence presents a strong case for these to be the last of the three lost carronades.

Conservation of the Carronades Immediately after the discovery the State of Oregon (the beaches in Oregon are State owned) secured the area and made sure the artifacts would be left undisturbed until a plan could be formulated. After consulting with local and

national experts, the decision was made to remove the carronades from the beach before the ocean waves could bury them in the sand again.

In front of TV news crews and a group of spectators, the carronades were carefully removed and stored in large fresh water tanks, considered the best method for stabilization of the artifacts in the field.

A team of local, state and federal experts, including the U.S. Navy (which claims responsibility for any artifacts from a U.S. Naval ship), has begun the process of finding the best facility in the nation to conserve and restore the cannons. Museum President Jerry Ostermiller is a member of the committee and will keep members and the community updated as the process continues. Once a facility has been chosen the complex and delicate conservation process will take approximately two years to complete. •

Columbia set to make History

Columbia River Bar Pilots Welcome New High-Speed Boat

By Peter Marsh

When the red gale-warning flags are flying at the Columbia River Maritime Museum, only the most-determined and best-equipped boat captains would think of crossing the infamous Columbia River Bar. But windy or not, out on the Pacific, in the vicinity of the Columbia River Sea Buoy, one or more inbound ships will be waiting to take on a bar pilot, while outbound ships are ready to drop their pilot.

For the Columbia River Bar Pilots, it's just another day at work, guiding ships across the notorious Columbia River Bar. Their office is normal enough--on the riverfront next to the Columbia River Maritime Museum but their "taxi" to actually get to work is a 73 foot highspeed pilot boat, the Chinook, which will pound into the wind and waves at 20-plus knots as it heads west from their base in Hammond , the small Oregon harbor that is closest to the ocean.

By 2007, they were ready to order a second high speed boat that would benefit from their experience from thousands of trips across the bar in the Chinook That plan became a reality this April, when

a sister ship to the Chinook named the Columbia arrived in Astoria and was christened by Erica Johnson, daughter of bar pilot Captain Robert Johnson, at a ceremony at the 17th St Pier.

Although based on an identical hull, the Columbia looks very different from its older sister because of the re-designed deckhouse that incorporates an improved steering station and all the new electronic navigation equipment that has been developed in the last few years Its arrival completes a 10-year overhaul of the transportation system the bar pilots use that includes a helicopter that actually handles 2/3 of the work.

"It is state of the art ," said Captain Thron Riggs. "There's no pilot organization in the world with a system to match this As ships get more sophisticated and more time sensitive , we can not only meet their needs but we can do it at speed. We can board those ships at 15 knots, so they don't have to slow down." In 1977, there were 22 pilots Now there are only 16 handling the same amount of work.

Pilot Boat Co lu mbi a

Designer : Camar c Ltd . De si gn , U K

Shipyard: Kvichak Marine Industries , Inc ., U SA

Year Built: 2008 Construction: All aluminum alloy, main structure to ABS specs

Speed: 30 knots Stability: Positive righting through 180 °

Looking forward in the Columbia, the clean open-plan layout of the cabin is evident. On the right is the passage to the lower deck. The layout of the operator's position makes maximum use of new technology to simplify the layout and leave an unimpeded view.

A Revolution since the 1960s

This represents a remarkable change of pace for the bar pilots over the last 40 years . Until 1967, they operated in a very traditional manner, using a converted mine sweeper to carry them out to the ocean and then a row boat to ferry them across to the ship's side . The first purpose built motorboat was the 89 foot Peacock, designed and built in Germany, which arrived in 1967 Although its speed was only a modest 12-14 knots, it was considered a breakthrough in design because it used a small "daughter" boat launched off the stem during rough weather-a system that became the first-choice for bad weather when big swells are breaking in the entrance .

The Peacock and the 125-ton 82 foot Columbia (the previous ship Columbia), built by Nichols Brothers on Whidbey Island in 1977, took about one hour in smooth water to reach waiting ships. By the 1990s, they were showing their age and were looking increasingly slow compared to the fast pace of international shipping. In 1998, the pilots appointed a small committee to investigate using high-speed craft. It discovered that the Rotterdam (Netherlands) pilots were already using fast boats in a pilotage area with plenty of bad weather like the northwest coast.

Three pilots flew over to inspect and ride in these boats, and returned to Astoria with a positive report . The association voted to build their own high speed aluminum boat -although some of the older members did express their reservations . In 2000, they took delivery of the 73 foot Chinook, built by Kvichak Marine Industries in Seattle. The Chinook cruised easily at 25 knots and took around 25 minutes to reach a ship.

It was soon attracting the attention of pilots all over the nation and became the forerunner of the move from station boats

with accommodation to high speed transfers from shore. (Today, only San Francisco and New York pilots still use station boats.) With the Peacock donated to the CRMM and the Columbia to the marine trades program at the Tongue Point Job Corps Training Center, the bar pilots are now committed to high-speed transit on the water as well as in the air

CAMARC: Leading the World in Pilot Boat Design

The man who designed the Netherlands pilots' fleet and the two Columbia Bar boats is Alastair Cameron, a Scottish naval architect who has gone on to establish himself as the world's leading specialist in pilot boats . All his designs utilize water-jets for better control coming alongside ships in motion, and a cut-out in the fender where the ship's ladder fits. His company, CAMARC, now has pilot boats operating in 20 different harbors all over the world.

This was the brief the Columbia River Bar Pilots gave him: "The pilots will use the vessel within the compulsory pilotage area over the bar at the mouth of the Columbia River. At the pilotage limits the craft will be 12 miles from a safe haven. The weather conditions can be very severe, with sea and swell up to 30 foot trough to trough and regularly breaking surf. The pilot vessel has to operate in wind speeds gusting up to 75 knots. The

The infrared camera clearly shows a Coast Guard cutter and the lightship, after the Columbia :S christening

craft is very heavily used in heavy weather under very severe conditions and it is the owners expectation that the structure will be subjected to 250 vessel impacts per annum."

This was to be the first CAMARC pilot boat in the U.S. and even before it was launched it was widely covered by the commercial marine press. The aluminum double chine hull was 73 feet long with a beam of 21 feet, designed in accordance with the requirements of the American Bureau of Shipping's High Speed Craft rules. It was to be driven by two MTU 16V 2000 diesel engines rated 1285 hp each.

The pilots' team of five operators and five deckhands immediately began training on the Chinook to learn the new techniques necessary before attempting pilot transfers With the large amount of power available and the ability of the waterjets to instantly stop the boat, reverse direction, and move the stern sideways, there was a considerable learning curve! "You can walk her in any direction and she will spin on her own axis," explained boat operator Dave Fastabend. (The crew consists of the operator and the deckhand, who assists the pilot during the boarding and disembarking.)

The New Pilot Boat Columbia

Like the Chinook, the Columbia was to be "an all-weather pilot launch that will provide exceptional sea-keeping, a comfortable ride, and excellent perfor mance in the planing regime, where sea and weather conditions allow." These sound like features anyone would want on their boat! Then the specification goes on to describe some of its special features like self-righting, an energy absorbing fender system, and a man-overboard retrieval cage on the stern that make the pilot boat so unique. Kvichak was again chosen as the builder.

The pilots' second CAMARC boat is full of ideas of what works and what doesn't , and how new technology can be integrated to increase safety and efficiency. The hull is divided into four compartments--foc'sle, accommodation, engine room, aft--separated by three watertight doors. Each compartment also has its own watertight escape hatch in the deck.

Side by side, the two boats present a textbook study in design advances over the last decade. The difference between them seems huge, despite the fact that they have virtually identical hulls. The Chinook looks like a work boat, while the Columbia seems more like an expedition yacht. The older boat has standard side doors and a partition between the bridge and the cabin. The small single-berth sleeping cabins for the pilots to rest in are located under the raised deck aft of the engine room where the motion is least.

On the new boat, these cabins were moved forward of the engine room to escape the noise, so the deckhouse is longer, and the aft doors open onto a clear deck space with a roof overhang where the pilot and deckhand put on their harnesses, then secure themselves to sliders on the Hadrian safety track before emerging onto the side deck. The track runs all the way around the house and breakwater and three smaller track loops are fitted to the railings on the fore and aft decks. On the older boat, the run of track was broken to allow the side doors to open, requiring the person on deck to unhook to pass the door, then re-connect.

The breakwater in front of the pilot house, which splits waves coming across the bows and provides a good handhold for pilots preparing to board a ship, has been retained. The concern for maximum visibility is even seen here, where another new idea is evident. Transparent panels on both sides allow the operator at the helm to actually see whether the pilots feet are

safely on deck after jumping from the ship's ladder.

Besides the orange paint job, contrasting with the Chinook's yellow, the most distinguishing feature of the new deck layout is the yacht-style laminated safety glass windows that form an almost continuous sweep of glass around the entire deckhouse. They are a full 1" thick and weigh as much as 100 lbs . each. The highquality bonding of these bevel-edge panes to the frames results in greatly improved all-round visibility.

Like the Chinook, the new Columbia has positive righting through 180 degrees, thanks to watertight doors and hatches. Every piece of equipment on board is designed and installed to survive a rollover and the engine air intake and exhaust were positioned so that water could not flood the engine room. (This ability was tested on the Chinook on the Seattle ship canal with a Foss barge crane turning the vessel over.)

Once the pilot is stationed on the foredeck, he or she unclips the harness and holds onto one of the several heavy manropes that are the last connection before reaching for the ship's ladder. The black material on the deck is heavy nonslip rubber matting.

A Single Central Helm Station

On the first CAMARC boat, the Chinook, the full-width bridge is equipped rather like an aircraft with dual controls With duplicate instruments port and starboard the result is an array of instruments and controls stretching the entire width of the house. After a great deal of thought and the construction of a mock-up in the bare hull, the decision was made to go with a radically different solution.

There is just one helm station, on the centerline and sited as far forward as possible. This single station was fitted with three large 20" screens for radar, ECDIS (computerized plotting) with AIS (automatic identification system), and a second

The rescue platform is designed to flip over, then slide down the four rails until the L-shaped scoop is under water. Once the pilot is in place, the platform is raised hydraulically.

The view of Columbia s engine room looking forward. A great effort has been made to ensure easy access to the engines from all sides . The turbochargers are visible in the foreground.

The enormous engine air intakes are positioned on the top of the pilot house where the chance of spray is reduced.

radar. The result is a significant improvement in visibility. Add to this a voiceactivated VHF with the microphone on a flexible shaft, and three separate VHFs pre-set to the three channels 16, 13 and 9 to ensure minimum effort in switching.

There are even closed-circuit TV cameras that monitor the side and aft decks, so the operator can maintain maximum awareness when he is coming alongside a ship and trying to put the pilot on the foredeck as close as possible to the ship's ladder. "It's a simple but very sophisticated system," said bar pilot Captain Robert Johnson. "The AIS is an important new tool that allows us to identify every ship on the screen. In the past, it was often difficult to identify which of several ships was the next one on the schedule."

Like the operator, the pilots have shock-absorbing chairs (with lap belts) with permanently-mounted laptop computers at hand for them to check their progress. Here, and throughout the inte rior, handrails are positioned to provide a secure hold while moving to any part of the boat. "This is the safest pilot boat on

the planet," says Keith Whittemore, one of the three partners of Kvichak.

The Columbia is powered by the same lightweight high-power MTU diesels as the Chinook, carefully installed so they will not be damaged by a complete rollover. These V-16 engines produce 1410 HP each and are so big at 2179 cubic inches that they are essentially off the scale for most ofus. For comparison, each cylinder has a capacity of 2 1/4 liters--the same as a typical mid-size car engine. These engines

The Columbia and Chinook moored at their base in Hammond . The hulls are identical , but the pilot house of the Columbia has an entirely new look.

are very clean burning and meet the EPA's Tier 2 regulations for low emissions.

MOB Recovery and Safety Equipment

While pilots very rarely fall into the water, it is an ever-present possibility and the crews practice pick-up drills with a dummy regularly. In the event of a real person falling into the water, there are two MOB (man overboard) recovery systems on board. The framework on the transom is a hydraulically-powered platform with a scoop that can lift a man out of the water while slowly backing up. There is also a hinged A-frame hoist at the aft end of the cabin side.

The Columbia is about as well-lit as any craft could be, including a spotlight, numerous overhead lights, even lights in the stem in case of a rescue. New technology in the form of two FLIR Thermal Imaging Devices (infra-red) mounted high up on the mast facing forward and aft will help the crew locate the man in the water. During the christening, this system clearly showed people on the dock 30 yards away.

Once the person in the water is located, the helmsman moves to the aft

helm station, where he operates the rescue platform. Once the MOB is back on deck, there is a hypothennia bag with chemical handwanners, air-splint kit and even a defibrillator available during the ride back to shore.

If both engines fail, there is a 110-pound, heat-treated Bruce anchor stowed on the foredeck. The hydraulic steering system has a bypass-valve fitted to allow operation by an emergency tiller stowed in the engine room. Equally unlikely is that the pilot boat should founder, but if it did, there are two six-man life rafts with emergency radio beacons and a flare kit.

With their first high-speed boat and helicopter, the Columbia Bar Pilots dramatically changed the way they reach ships and became world leaders in the use of new technology. Now, with the addition of their newest craft, they are superbly equipped to meet the demands of international shipping on the Columbia River in the 21st century. •

About the Author:

Peter Marsh is a writer specializing in maritime subjects. He has lived in Astoria for the last six years. He grew up in Greenwich, England, home of the National Maritime Museum and often writes about the nautical history of the Northwest Coast.

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The History Detectives cast and crew working with Oregon State Parks prepare for filming an x-ray investigation of the carronades.

News and Notes

Hail and Farewell

• We welcome Janna Smith as our new Volunteer Coordinator. Janna hails from Juneau, Alaska and has already accomplished great things working with our dedicated and talented volunteers.

• We also welcome Bob Hagen as our new Fiscal Officer. Bob hails from Tillamook, Oregon, and when not applying his many years of experience on the job is an avid boater and fisherman.

Museum Staff:

Blue Anderson

Celerino Bebeloni

Ron Becerra

Linda Bowen

Ann Bronson

Josh Cooper

Betsey Ellerbroek

Bob Hagen

HelenHonl

Kathy Johnson

Arline LaMear Jack Mills

Lorraine Ortiz

Jerry Ostermiller

David Pearson

Nathan Sandel

Hampton Scudder

Cheryl Silverblatt

Jeff Smith

Janna Smith

Steve Swenson

Patric Valade

Jackie Welborn

• This past spring the nationally broadcast program History Detectives made a trip out to explore the mystery of the carronades found at Arch Cape. They spent about a week filming in the area, investigating the mystery of the U.S. Schooner Shark. Filming took place all along the Oregon coast and also included the Columbia River Maritime Museum staff. Stay tuned to the next season of the History Detectives for this exciting episode. As soon as we receive any information on when the episode will run we will get the word out to all.

• U.S. Coast Guard Cutter Eagle arrived in Astoria June 12 for a 4 day visit.

A seasoned permanent crew of six officers and 55 enlisted personnel maintain the ship and provide a strong base of knowledge and seamanship for the training ofup to 150 cadets or officer candidates at a time. During her visit we had the opportunity to see a crew change over here in Astoria, welcoming a full crew of new and excited cadets aboard.

A special thank you to Captain Chris Sinnett for of all of his incredible efforts to make Eagle's visit a great success. The reception and tours aboard Eagle were nothing short of amazing. We wish the entire crew fair winds in your voyage.

• We welcome Ron Becerra to the Museum store. Ron hails from California after a career of military service and law enforcement.

• Welcome aboard to Steve Swenson who joins the maintenance crew after many years sailing down the coast in the merchant marine.

Welcome all.

In Memoriam

• We note with great sadness that Jim Nyberg , longtime Museum employee and good friend to all, has passed away. No day was complete without a friendly greeting from Jim. A true gentleman, we will miss his great sense of humor and stories from over the years.

• Early this year Richard Fencsak, the Museum's first Education Director, passed away. Rich brought in innovative programs that are still in use today. A longtime volunteer for CRMM and a friend to all, Rich will be sorely missed.

• With sadness we recognize the passing of Mel Hjorten . Mel was one of the original plank owners of the Museum and continuous supporter of the Museum throughout the years. Mel will be missed.

• We also note with sadness that lifelong Astoria gillnetter Abby !hander has passed away. Abby was a longtime friend of the Museum and will be missed.

Making A Difference

Creative Ways to Leave Your Own Legacy at the Columbia River Maritime Museum

Most of us , if given a chance, would like to leave some kind of lasting legacy to show that our lives have made a difference in society, that in some way, we have contributed to an important work or cause that will benefit the lives of others for generations to come. In the past, only a privileged few could create such legacies. But today, with the tax-favored ways of giving, many more of us can participate in this adventure and experience the intense joy that comes from being able to make a difference.

Giving can be very satisfying and rewarding, especially when donors combine it with their financial and estate planning. This process ( often called planned giving) is becoming increasingly popular with donors, and for good reason. Many donors are able to do more for their favorite charities, like the Columbia River Maritime Museum , while also enjoying greater tax and financial benefits.

You may very well be able to save more taxes, increase your retirement income, or provide more cost-effective support for a loved one such as a spouse, child, grandchild, or an elderly parent. And you also have the opportunity to make your own personal statement as well as contribute a larger gift than might otherwise be possible, thereby helping to shape the Museum's future, and leaving a lasting legacy for generations to come.

Because of the tax benefits deliberately provided by Congress , individuals can give different kinds of assets in different ways, strategically planning so that they can do more for their favorite charities, like the Museum, while doing more for themselves. As a result, you the donor

can experience the joy of giving and leaving a legacy that will be remembered for generations to come.

What specific plan is best for you will depend upon your personal circumstances. Your tax and financial advisors should be consulted in the decision-making process. Our Development Department is willing and able to work with both you and your advisors to help ensure the intended use and result of your planned gift to the Columbia River Maritime Museum. Please contact us at (503) 325-2323 and we will be happy to meet with you to discuss how you can make a difference.

Heritage Society

Have you named the Columbia River Maritime Museum in your estate plans?

If you have, we would love to say thank you and add your name to the Museum's Heritage Society. The Heritage Society is a group of Museum donors who have made a provision to the Columbia River Maritime Museum in their estate plans through a bequest. Bequests can be achieved through a will, living trust, IRA, retirement benefit or a pledge against an estate. To become part of the Museum's Heritage Society, or if you are considering including the Museum in your estate plans, please contact our Development Department at (503) 325-2323 so we may assist with clear bequest designation language. •

The QuarterDeck Volume 34, No. 1 Spring/ Summ e r 200 8

The QuarterDeck is published by the Columbia River Maritime Museum, 1792 Marine Drive, Astoria, Oregon 97103. Tel: (503)325 2323 Fax: (503)325-2331

www.crmm.org

Editor: David Pearson Editorial Staff: Betsey Ellerbroek Lorraine Ortiz Jerry Ostermiller Jeff Smith Cheryl Silverblatt

Printed by Printgraphics Beaverton, Oregon

Benefits of Museum Membership

Your membership plays a vital role in supporting the Museum's mission to collect and preserve the history of the Pacific Northwest. Your membership gift is also critical in supporting the Museum's educational programs such as the Museum in the Schools Program , which reaches more than 15 ,000 students each school year

As a thank you for your support , your membership package includes free year-round admission to the Museum, invitations to special events and advance notice of exhibits, a subscription to the Quarterdeck and a 10% discount in our beautiful Museum Store.

Did you also know that your Museum membership gives you automatic enrollment in the Time Travelers program? Just show your CRMM membership card at any of the 250 participating museums and historical societies in 43 states across the country As a member of Time Travelers, you will receive a variety of special benefits such as free or discounted admission or gift shop discounts when you visit the Time Travelers affiliates.

For a list of these affiliates call the Museum at (503) 3252323 and we will be happy to send you the information.

Membership

Membership

November 1, 2007 June 23, 2008

WELCOME NEW MEMBERS

STATESMAN

Marrene R. Fish

George Haapala

F.C Hoffman

ENSIGN

Kathleen Arndt

Maureen A. Bradley Darcy Edgar

Tom Farrell

Normandie Hand

Edward F. Hargreaves

Korte M. Kelso

Catherine Martin Richard F. Randolph Paula Smith Rob Spear Margaret Stevens Kris Thompson Christopher Weiss

CREW

Robert & Trix Bartlett

Carole Burgher

Gregory Darms & Christi Payne Steven & Peggy Dawson Quentin Davis Gary & Pat Matthews Deane Helen I. Dee

Celestine Durham

Russ & Susan Harvey

James Jennings & Kim Swiggs

Bob & Beth Johanson

Rod & Romney Johanson Steven & Angela Korth

Joseph & Amy Minato

Christian & Julie Nielsen

Brian & Tiffiny Ploghoft

Mr. & Mrs. Barry Plotkin

Valerie & Todd Ranta

Brian & Tess Ratty

Brian Ruff & Kim Kines

Mr. & Mrs. Clifford Slowater

Steve & Patty Skinner

Duane & Cindy Stanton

David & Karin Welsh Darren Wilcoxen

John & Ada Anne Wolcott

HELMSMAN

Cameron & Kate Brister

Lawrence & Teresa Dorr

Tom & Linda Freel Gary & Connie Kobes

Ron Micjan & Ashley Paterson T.K. & Joyce Olson Tori Pickerel

BOATSWAIN Richard & Velda Mitchell

PILOT Randy & Jill Hack

COLUMBIA RIVER SOCIETY Terry & Elizabeth Clifford Bob Hauke & Marilyn Knowlson US Bancorp Foundation-Astoria

WELCOME BACK TO MEMBERSHIP

STATESMAN

Carol Berry

Wayne & Margaret Blake C. Delmer Boman Dorothy Hudson Jack McKenna Michael Parker Grant & Mary Polk Willow Toth & Martha Zanger

ENSIGN

Mr. & Mrs. Ross Fearey Sam Rascoe Meg Weaver

CREW

Edward & Sylvia Betts Mr. & Mrs. McAndrew Burns Gary Fiendish

Captain & Mrs. Gene Itzen Morris & JoAnnKomedal Mr. & Mrs. John Nelson Jim & Jan Paschall Antoine & Rocio Simmons

HELMSMAN

Bill & Martha Bennett Kathleen Edgar John Krumbein

Bill Lind

Patricia North & Sandra K. Pockett Allan & Heidi Schumacher Oliver & Sharon Waldman

BOATSWAIN

Skip & Sara Hauke

Alfredo & Heather Julian Marcus & Cindy Lester Philip D. Lively

PILOT

Mr. & Mrs. Dave Johnson

CAPTAIN Roland Brusco

UPGRADED MEMBERSHIPS

CREW

Stanley F. Barber

Glen Bay

Mr. & Mrs. John Boynton

Steve & Karen Burke

Edward & Miyoko Delanty

Douglas Finegan

Harriet Hugo Kevin LaCoste

William Karwoski

Bonnie Lively

Mr. & Mrs. Darrell J. Murray

Michael Ramsdell

Mr. & Mrs. James R. Shaw

Malcom & Diane Smith

Dr. & Mrs. Paul Swinehart

HELMSMAN

Hal Ayotte

Denise Bailey & Michael Tierney

Mr. & Mrs. Lloyd G. Bowler

Charles Canfield

Travis & Juli Hedrick

Mr. & Mrs. Joseph M. Herman Mel & Bea Hirahara

John & Merilyn Jensen

Cliff & Dana Larson Kent & Irene Martin

Mr. & Mrs. Darren O'Brien Sheryl & Larry Ohler

BOATSWAIN

Jim & Judy Capellen

Robert W. Cummings

Terry & Christine Finklein

Daniel Hawken

Blair Henningsgaard & Paula Brownhill

Mr. & Mrs. James Porter Holtz Paul & Sally McCracken

Mr. & Mrs. Donald L. McDaniel

Gene & Janet Mellott

Robert Mitchell

Leena Mela Riker Harold & Jeanyse Snow

NAVIGATOR

Mr. & Mrs. John C. Braestrup Bruce & Suzie Conner Michael E. Haglund

PILOT

Anne Barbey

Robert Forster James Nelson

CAPTAIN Mary Frisbee

Mr. & Mrs. Michael Jacobi

Kay North

COLUMBIA

RIVER SOCIETY

Mr. & Mrs. Bob Canessa

Mr & Mrs. Fred W. Fields

COLUMBIA RIVER SOCIETY MEMBERS

INDIVIDUALS

George & Patty Beall

Peter & Noydena Brix

Bruce & Lynn Buckmaster

Gerry & Marilyn Cameron

Bob & Barbara Canessa

Gera ldine Chisholm

Robert & Margaret Chopping

Terry & Elizabeth Clifford

Ward & Lois Cook

Franklin & Harriet Drake

Tom & Cindy Dulcich

Da le & Linda Farr

William & Theresa Farrens

Fred & Suzanne Fields

Del & Cheri Folk

Alan C. Goudy

John & Dori Hart

Don & Carol Haskell

Marcella L. Hatch

Robert Hauke & Marilyn Knowlson

Capt. Donald & Anna Hughes

Dr. Russell & Linda Keizer

James T. Kirker

Ken & Dean Kirn

w. Louis & Mary Ann Larson

H. Kirke Lathrop

Capt. Rod & Lynne Leland

Don & Veronica Magnusen Jim & Kay McClaskey

Prudence M Miller

Edith H. Miller

David & Marcy Phillips

H. Roger & Katy Qualman

Captain Thron Riggs & Betsey Ellerbroek

Mike & Julie Sorkki

June Spence

Ambassador Charles J. & Caroline Sw indells

Dr. Gerald Warnock

Samuel C. Wheeler

CORPORATE MEMBERS

AIMCO

Bank of Astoria Ha lton Company

Lindblad Expeditions US Bancorp Foundation

Memorials

Memorials

November 1 , 2007 June 23, 2008

IN MEMORY OF

Daniel C Bell

Mr. & Mrs Richard C Tevis Jean Irwin Hoffman

Mr. & Mrs George F Beall

Wade Blackwelder

USS Knapp DD-653 Crew

Bob Blair

Mr & Mrs. Toivo Mustonen

James S. Bode

Mr. & Mrs. George F. Beall

Kay Albert Bredleau

Mr. & Mrs . Merrill Ginn

Admiral Carl Brettschneider USS Knapp DD-653 Crew

John R . Brooke George & Dede Wilhelm

Mr & Mrs. Richard C. Tev is

Ernest Brown Jerry Ostermiller & Lynne Johnson

Robert W Butler Sr USS Knapp DD-653 Crew

Eileen Caballero Dr David I. Williams

Bev Carey Buchheit Dr. David I. Williams

Capt. Virgil Cathcart Ron & Alice Chaloux and Gordon Howe Columbia River Bar Pilots Patricia McAlpin Richard K. Jackson Daniel & Kim Supple

Mr. & Mrs Donald F. Fastabend Mr. & Mrs Ronald R. Hubbard Helen King Olney Grange #793

Lil a Collman Carol Moore June Spence Eldon Korpela

Mary Dant Jerry Ostermiller & Lynne Johnson

Gladys Haglund Duncan Dorothy A. Labiske

Harry Easley Marcella L. Hatch

Richard Andrew Fencsak

Mr. & Mrs. Michael Soderberg James A. Carruthers Cliff & Arline LaMear

Vivian I. Fisher Dr. David I. Williams

Idamae Haglund Forney Dorothy A. Labiske

June Glaser Olney Grange #793

Robert L. Gottlieb USS Knapp DD-653 Crew

Marie Gustafson Gurie O ' Connor

Avis Lavonne Harmon Marcella L. Hatch

Stanley L. Hauer Dr David I. Williams

George D. Heisley, Jr Hood River Distillers

Chris Helligso Dr David I. Williams

John A. Hendrickson Mr. Allan Maki Myrtle Hjorten Jon W. Westerholm Mr. & Mrs. Robert E. Frame Dr. David I. Williams

Joyce Hiatt Dr David I. Williams

Melvin E Hjorten Callison Corporation Tom & Donna Jones Salmon For All Nels & Winifred Rasmussen

Marsh E Hoffman Dr. David I. Williams Mr. & Mrs. Robert E Frame

Harold Huy cke Jerry Ostermiller & Lynne Johnson

Celebration and Memorial Gifts

Many of our members choose to donate to the Museum in honor of, or in memory of people or events. These gifts are acknowledged in the pages of the Quarterdeck as well as in a special gift card sent to a designated person of your choosing.

To make a gift in memory of, or in honor of, call the Museum at (503) 325-2323. We can take your information over the phone or feel free to stop by at your convenience and we will happily assist you in person.

Your donations to the Museum are fully tax-deductible and send a special message of v a lue to those notified of the gift

We thank you for your continuing support

Albin E. !hander

Debra Mattingly

George M. Osgood

Mr. & Mrs Melvin W. Graeber Dr. David I. Williams Mr. & Mrs . Richard C. Tevis Mr. & Mrs Nicholas D. Zafiratos George & Dede Wilhelm

Lucille Johnson Dr David I. Williams

Betty Johnson

Dewey Maxson

Barbara Pim Edith Leslie John & Trudy Dawson

Jerry Ostermiller & Lynne Johnson James W. (Jim) McCafferty Donald Gene Robertson Jack & Shelley Wendt Ruth Pohle

Charles R "Dick" Keller Mr. & Mrs. Lowell Wiley

Joseph F. Anselmo Priscilla Roeser

Done Ida Annat

Dorothy M. Teeter Phyllis Dubb Berta R Keith

Joe Wick King June Spence Don & Carol Watson USS Knapp DD-653 Crew Marie Fauver

Carol Moore

Thelma Lorraine Koski Runde!

Eugene H 'Joe' Knutsen Lorraine Ortiz & Terry Pullan Gertrude Rine!!

Mr. & Mrs. Charles Mestrich Jerry Ostenniller & Lynne Johnson Mr. & Mrs. J. Dennis Saulsbury Myrtle Hjorten Jim & Georgia Forrester Gordon & Carol Wolfgram

Mr. & Mrs. Robert M. Oja Mr & Mrs. Doug Arnall Mr. & Mrs Nicholas D Zafiratos Bob & Sally Nason

Jeff Scoggins Dr. David I. Williams Dr. David I. Williams Mr. & Mrs. Ward Paldanius John Edward Nelson Mr. & Mrs. Bob Canessa Mr. & Mrs. Michael Soderberg Sharon Smith

Ben Bay BarbaraA. Campbell Mr. & Mrs. Toivo Mustonen Donald Link · Columbia House Condominium Assoc

CaQt. Duane Edwin Wank.er

Fred W Korhonen Gerald Hesling Jon W. Westerholm Ellen M. Niemi Richard & Maryalice Rousselle Allan Maki Mr. & Mrs. Carl H. Paronen Betty Breitbarth Gary & Carol Goldstick Dick Leary Alred W. Niemi Richard Lowe John & Trudy Dawson Allan Maki Caryl Ladd

Ronald R Lethin

Arvid North

Mary Louise Williams June Spence Ella Hill Fred & Victoria Shorr Mr. & Mrs Richard C Tevis Salmon For All Mr. & Mrs. Toivo Mustonen Mr. & Mrs. Dave B. Hubbard Katherine Kama James A " Jim" Nyberg

Michael Luce Molly Saranpaa

John J. Williams Dr. David I. Williams Jerry Ostenniller & Lynne Johnson Jack & Shelley Wendt Deb & Roger Pyle

John Lum Lorraine Ortiz & Terry Pullan John Wilson Bob & Virginia Kearney Mr. & Mrs. Steve Johnson Bob & Virginia Kearney Mr. & Mrs. Ernest J. Barrows Betsey Ellerbroek Cliff & Arline LaMear Zandra L. Winters

Sven B. Lund Karen Gibson Mr. & Mrs. Philip J. Blair Mr & Mrs. Ernest J. Barrows Jack & Shelley Wendt Daniel & Karen Halloran Robert Chamberlin Scandinavian Benevolence Dave Pearson

IN HONOR OF Society

Bob & Virginia Kearney

Arlene Joyce O'Bryan

Alan C. Goudy Allen & Martha Denison William & Jo Hendrickson Mr. & Mrs Gary Powell Ron & Vicki Westerlund

Sven & Viola Lund

Ogden Beeman Mr. & Mrs . Jon Lund Mary & Dick. Olsen Christie Beeman Marjorie Leback

RalQhMace

25th Wedding Anniversary of Don & Donna Speed Mary ' M E ' Olsen Jerry L. Ostermiller & Lynne Mr & Mrs Jack G Marincovich Johnson Karl Alan Magnuson Mr & Mrs Stephen Smiley June Spence Gurie O'Connor