V36 N1 In Port, the Art of the Working Waterfront

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From the Wheelhouse from _more than 1~0,000 merchant ships

Among the many exciting things happening at the Museum, two stand foremost in my mind: our new exhibit: Crossing the Bar: Perilous Passage and the campaign to restore, display and protect the pilot boat Peacock. In different but interlocking ways, both focus on one of the most important features of the lower Columbia River: the Columbia River Bar and the dangers it presents to shipping.

The Crossing the Bar exhibit is an exciting departure from our more traditional exhibits, relying less on artifacts and more on media to tell the story of the Columbia River Bar. And as those who have already seen this exhibit will agree, it does this extremely well. The film clips of the pilot boat Chinook and a freighter in moderately rough water make you feel the power of the waves and definitely raise your blood pressure! What it is like to be on the bar in really rough weather is difficult to imagine. If you haven't seen it yet, it is a must see!

Put into service on the Columbia River in 1967, the pilot boat Peacock enabled the bar pilots to work in all hut the most extreme weather, reducing bar closures to a few days a year. During 33 years of hard service, she ferried Bar Pilots to and

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carrymg cars, gram, and lumber to and from ports all along the Columbia River.

To quote bar pilot Captain Thron Riggs: "Next to Captain Robert Gray's ship the Columbia Rediviva, no single vessel has had a more profound impact on the economy of the Columbia River Basin than the pilot boat Peacoclc'.

The Peacock is currently being restored at the Astoria Marine Construction Company. When this work is done she will be displayed on land along Marine Drive, at the east end of the Museum's campus. Here she will present a visually stunning introduction to the Museum.

And while telling the story of commerce on the Columbia River, this extraordinarily seaworthy vessel will also speak of adventure and courage. She will tell the story of the Bar and the bar pilots who served on her. She will tell the story of 75 knot winds and 25 foot swells. And as more than one bar pilot will say: "she will tell the story of lives saved."

The formal Peacock campaign began March 1st with a goal of $270,000.

I invite you to join us in protecting this unique piece of maritime history for future generations. If ever a boat deserved to be preserved, the JJeacock is it. Your contribution will ensure that the Peacock will be given her due.

,A~~ Samuel E. Johnson Executive Director

On the Cover: Hanjin 'iantzan, oil on canvas, 42" x 42" by Melinda Hannigan. One of the over 20 paintings to be featured in the new art exhibit InPort; the Art of the Waterfront.

See the back page for more information.

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Executive Committee Thomas Dukich, Chairman Roger Qualman, Vice Chairman Bruce Buckmaster, Treasurer Capt. Thron Riggs, Secretary Donald Magnusen, Immediate Past Chairman Ward Cook, Advisor George Beall, Advisor Jerry Gustafson, Advisor Sam Johnson, Executive Director Trustees Dave Christensen Dale Farr Fred Fields Cheri Folk Walter Gadsby, Jr. Michael Haglund Dennis Hall Ted Halton, Jr. John Hart Don Haskell Senator Betsy Johnson Dr. Russell Keizer Kenneth Kim Irene Martin James McClaskey Prudence Miller Larry Perkins Dave Phillips Capt. Jim Richards Mike Sorkki June Spence Shawn Teevin Ambassador Charles Swlndells Shelley Wendt Samuel Wheeler Trustee Emeritus Peter Brix Richard Carruthers Alan Goudy Sen. Mark Hatfield Louis Larson John McGowan Advisory Trustees Dr. Tuba Ozkan-Haller Jonathan Harms Peter Quinn Honorary Trustees Glen Swift Mayor Willis Van Dusen

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Welsh Prince after collision.

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The Wreck of the Welsh Prince

By Bonnie LaDoe

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It was just an old ladle with spots of corrosion blemishing its silver skin and tarnish almost hiding the inscription on its handle. Passed down from my aunt to my mom and then on to me, I was told it was from the Welsh Prince. " It sank right in front of our house" Mom said.

She was just 13 years old at the time living with her parents and older sister in Altoona, Washington. A few photos of the crew are displayed in our family album, including one with my Aunt Loma all dolled up and looking more than happy to have the stranded sailors there. Another photo shows the badly listing ship. But if our ladle was from the Welsh Prince, why was it inscribed SS Glenspean?

Sunday, May 28, 1922 had been a warm day in the small fishing village of Altoona near the mouth of the Columbia River. The evening remained clear with little wind and calm water, even though

some historical reports call it "a foggy night." Most folks had retired by 10:45 p.m. when the collision happened. Those awake first heard the frantic whistles and then the crunch as steel met steel. Some could see the faint outline of an ocean going vessel sinking in the channel. Fishermen jumped into their boats and made their way toward the wreck. What they found could have repelled the strongest stomach.

When the fishermen arrived on the scene, they found the British Steamer, Welsh Prince with a 52-foot gash in her starboard side inflicted by the American Steamship Iowan. The collision instantly killed seven crewmen asleep in the forecastle of the Welsh Prince, "mangling them almost beyond identification."

Jimmie Bums, a crewman on the Welsh Prince, risked his life saving two injured mates. A mate later said "I've followed The QuarterDeck, Vol. 36 No. 1

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Ten of the Welsh Prince crew at Altoona. (The young boy may be Cresswell Ramsey, cabin boy who had served on the ship since at least 1920 when he was 14 yrs old, per Glenspean manifests from Ancestry.com).

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the bloomin' sea goin' on 30 years and I've been in lots of crashes in my day, but I never been saw anything like it."

But how could this awful thing happen? How did two ships end up on a collision course? It's a story that is so much more than an old ladle.

The 2,322-ton SS Welsh Prince, owned by Furness, Withy and Co. and renamed by the Rio Cape Line as part of their Prince Line in 1922, she was originally named the SS Glenspean when built in Glasgow, Scotland in 1912. She arrived in Portland, Oregon on May 6, 1922 from Baltimore and after loading at the Harvey berth and Peninsula Mills, she departed down river on May 28th heading for the Orient with Capt. Hugh H . Hill as

her Mast~r an<l Capt. F<lwar<l Sullivan as her River Pilot. By that evening, with her load of 3,600 tons of steel and 2,200,000 hoard feet of lumber (called Jap squares), the Welsh Prince was almost directly in front of Altoona.

The 6,547-ton SS Imvan built in 1914 The QuarterDeck, Vol. 36 No. 1

in Maryland became the USS Iowan when acquired by the Navy in 1917 to carry troops in WWI. Decommissioned and returned to the American Hawaiian Steamship Co. of New York City in 1919, she was inbound from New York with her 400 tons of freight the evening of May 28th.

Steaming up the Columbia River toward Portland with her Master, Capt. Louis LaVerge, described as a "short, wiry man of French lineage", and River Pilot Capt.

A. R. Pearson, she made the sharp turn in the channel in front of Altoona just before 10:45 p.m.

"Well, I remember hearing the bang," said 96-year-old Doris Pearson when asked if she remembered the event. "It woke me up." Doris, maiden name Bailey, was only 11 years old and living with her parents and siblings in Altoona when it happened. Her dad, Walter Bailey, a local fisherman, heard the danger whistles and leaped from his bed in time to see the collision.

Although the residents of Altoona

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E.B. Hughes, Clatsop County Coroner aboard the Welsh Prince, Steamer Melville along side.

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were aware of the situation just after it happened, the outside world heard only a sketchy report from a radio operator at Fort Stevens. He reported the Welsh Prince sunk and the Iowan sinking. An S.O.S. sent by the Iowan and picked up at North Head prompted a response from the tug Oneonta in Astoria.

The Oneonta arrived to find the Welsh Prince on fire and rapidly sinking. The Iowan, crippled but not in danger of sinking as first reported, radioed she was lying along side attempting to put out the fire. She stayed until 4 a.m. when an ebb tide forced her to leave the scene.

She had made her way to Portland by lhe morning of May 29th and was later repaired at the Albina Marine Iron Works.

The three injured firemen rescued from the Welsh Prince, James Morgan, 42, of Liverpool, Lawrence Welsh, 25, of Cleveland, and Peter Konrad Holm, 29, from Rotterdam were transported by

the Oneonta to the Astoria hospital. All survived. Peter Holm, possibly the most seriously injured, left for New York on July 1st where he brought a $10,000 lawsuit against the Welsh Prince owners for injuries sustained in the collision.

By the morning of the 29th, the grisly task of removing the bodies of the seven dead crewmen had begun. The coroner of Clatsop County, Oregon, E. B. Hughes, arrived on the river steamer, Melville, with a crew of men equipped with acetylene torches. They worked burning through the twisted steel until the evening tide covered the wreckage. Five mangled bodies were recovered from their bunks in the forecastle that day: John C. Clair, Blaydonon-Tyne, England, Edward Harry Ward, Bristol, England, Jarvis Blake, Sheilds, England (with his gold Elgin watch still running) , William Sharkey, 310 ½ Tenth St., Portland, and Knud Fensted, from Denmark. It was not until the next day The QuarterDeck. Vol. 36 No. 1

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that the bodies of C. M . Jensen, of Denmark and Joel Buckwalter, 724 Petty St., Portland were removed.

On May 31st, funeral services conducted in Astoria by F. C. Taylor of the Grace Episcopal Church were attended by the crew, representatives of the steamship line, members of the marine insurance association, and the British consul, John P. Trant. All seven are buried in Riverview Cemetery ( aka Lewis and Clark Cemetery). Sadly, none of the graves have markers today although their location is known thanks to mapping done by the Clatsop County Genealogical Society who now owns the cemetery. However, before that purchase, the owner was in the habit of burning the land to rid it of blackberry vines, and unfortunately, any wooden markers, if placed, would have fallen victim to those fires .

With their families so far away, the graves of these men are now forgotten.

No engraved plaque, no head stones, nothing to remind us of that dreadful scene that took place so long ago . In September 2008 I visited the unmarked sites, perhaps the only person to do so in over 85 years.

Most of the crew who had come to Astoria on the l'vfelville were given meals and lodging at the YMCA and attended the funeral of their mates. However, 14 men stayed on the Welsh Prince to stand guard. At 11 :05 p .m. on May 30th, the Welsh Prince broke in two with a snap and crash heard for miles. The men on board blew distress signals heard by J. H. Thompson of Altoona who went out to the ship and brought the crew ashore, with the exception of the carpenter, James Duffy and the boatswain, William McKeown who wished to remain on board. Thompson then went back and stood by until 6 a .m. in case he was needed.

"They had a monkey and they brought it into Altoona", said Doris Pearson when The QuarterDeck, Vol. 36 No. 1

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Lewis and Clark Cemetery Septl6,2008 Astoria, OR. Location of unmarked graves in block 4.

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asked about the crew. "I was too bashful to go see it, but my brothers told me. And they had these funny little hats. There was lots of excitement. And they brought in tins of malt. l remember for years we had a can of it. And I went out on it (the wreck) with Harold and Ruby Pullium, (her aunt and uncle) and had my picture taken. They went out many times and took pictures because it was right out in front of Altoona; more in Cottardi." (Cottardi was a fish receiving station a few feel wesl of Altoona).

It's not known how long the crew remained in Altoona, but it is likely that my family photos of the crew were taken at this time.

Apparently, someone must have let their guard down on the night of June 7th as the dining room and Captain's cabin was looted and "stripped of all the movable articles" including a stove and port lights. So, is this how my family got the ladle? Perhaps, but I'll never really know.

By now, it was increasingly urgent to all parties involved to know the exact cause of the collision. Local inspectors from the U . S. Steamship inspection service visited the wreck tryine to fix hlame

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for the accident. The San Francisco determine the responsibility of the two board of Marine Underwriters, represenriver pilots; Captain A. R. Pearson of the tatives of both steamship companies, the Iowan and Captain Edward Sullivan of the Oregon State board of pilot commissionWelsh Prince. Testimony was heard from ers, the Clatsop County coroner and the the river pilots and both ship crews and British Consul were all investigating to masters. After hearing all the testimony, find a cause for the crash. In addition, the steamship inspectors brought formal Major Richard Park of the US Corp of charge of misconduct against both river Engineers and a survey crew were at the pilots and both were put on trial. site to determine whether conditions of In a time before radio communicathe river channel were at fault. tion, ships meeting on the river commuFurthermore, a Portland policeman nicated by whistle signals. A ship would on duty on the dock as the Welsh Prince give either two whistles for a "green to left Portland reported a delay in departure green" passing, meaning each vessel because of repairs to a fouled steering would keep to the left side of the channel, gear. He claimed overhearing Capt. Hill or one whistle for a "red to red" passing say "Let it go, we will take a chance of with each ship keeping to the right of the getting it fixed at Astoria." In a later channel. Normally, when two ships met, deposition, James Duffy, Welsh Prince they would take the one-whistle side, like carpenter in charge of the steering gear, American cars meeting on a two-lane claimed it was in working order before highway. they left Portland.

The trial of the river pilots began in Historical accounts say the collision Portland on June 6th. Welsh Prince pilot was due to heavy fog. But newspaper Sullivan, with attorney W. H. Hayden of reports do not mention fog. And CarlSeattle as his counsel, gave the first testiton Appelo, author and historian for the mony and stated the accident was caused area, said in his book "Altoona" written by a confusion of whistle signals. He said in 1972 "the evening was clear." In a he heard the Iowan give two blasts for a chat with Carlton on October 11, 2008, "green to green" passing and the Welsh he revealed he had come to that concluPrince proceeded with that intention. But sion by way of personal interviews with he then heard the Iowan give a one-blast people living in Altoona at the time of the signal for a "red to red" passing. As it was collision. Also testimony by both captoo late for the Welsh Prince to maneuver tains indicated they sighted one another a red-to-red passage, it immediately gave when approximately a mile apart, with no a danger signal (a series of short blasts), mention of fog. Some newspapers specu- stopped the engines and ordered them hard lated that either swift currents or smoke astern. Pilot Sullivan said the ships were from forest fires were possible causes, but about 3500 feet apart when he heard the neither these nor fog appear in any found first two whistles with the Welsh Prince testimony. making about 11 miles per hour.

The most important local investigaErskine Wood appeared as counsel for pilot A. R. Pearson and the owners of tion into the cause of the collision was conducted by the United States steamship the Iowan. Pearson testified he gave only inspection service. On June 2nd at the one whistle, but did not receive an answer.

Gasco Building in Portland, steamship He said the ships were about a mile and a inspectors John E. Wynn and Captain E. quarter or mile and a half apart, and with S. Edwards began their secret inquiry to no answer to the first signal, he proceeded The QuarterDeck, Vol. 36 No. 1

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Some of the Welsh Prince crew in Altoona Aunt Loma Upton standing second from the right.

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about a half mile and repeated it. He said the Welsh Prince then swung and he could see her other light, so he sounded several short blasts and ordered full speed astern with the helm hard to port. Captain LaVerge testified he saw Captain Pearson give one blast on the whistle and about two minutes later, a second blast.

With all that was happening, it is no surprise that both pilots admitted they failed to give three whistles indicating their engines were going astern.

By June 7th, the testimony of the pilots, captains and crew was concluded.

However, because an affidavit was allowed into evidence from the first officer of the Sinaloa, a steamer some dis lance behind the Iowan, who said he heard two whistle blasts, Pilot Pearson of the Iowan, asked the court to allow testimony from Altoona fishermen. A decision was made to continue the hearing on June 13th with each side allowed three more witnesses The QuarterDeck, Vol. 36 No. 1

from the vicinity of the wreck.

Since attorneys represented both vessels, one can understand why deputy U.S. district attorney John Veatch was now assigned to serve on behalf of the U. S. steamship inspectors.

On the morning of June 13th, the trial of the river pilots continued. "I remember he went to Portland for the trial," said Doris Pearson of her dad, Walter Bailey.

"He was gone a few days. I know he talked about it, but being a kid, I didn't pay much attention."

In fact, Walter Bailey was the first to testify that day. He said he was home in bed, but upon hearing the danger whistles, looked oul iu Lime Lu see Lhe collision.

He stated he heard two whistles from one vessel answered by two whistles from the other vessel before hearing the danger signals. A New York court also later deposed Walter, his wife Pearl and son Clyde.

Walter continued to testify that he heard

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Museum Staff: Blue Anderson Celerino Bebeloni Ron Becerra Linda Bowen Ann Bronson Lee Clinton Betsey Ellerbroek HelenHonl Jim Grey Kathy Johnson Sam Johnson Arline LaMear Darren O'Brien Misty O'Brien David Pearson Deb Pyle Nathan Sandel Hampton Scudder Jeff Smith Aaron Stinnett Steve Swenson Patric Valade Jackie Welborn

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two whistles from both vessels. In an in- Portland steamship inspection service that depth interrogation as to why he was so such action had been taken. Both pilots adamant about what he heard, he stated had lengthy experience on the river with he could tell by direction and tone of the no prior blemishes on their records. On whistles as to which came from which December 18th, Capt. Sullivan's license ship. And all three stated that they could was also reinstated. see the ships clearly from the window of The reason Pearson was first found at their home even at 10:45 p.m. - another fault and later cleared and Sullivan then reason to believe it was a clear evening. found guilty is not clear. One can only However, fishermen John Socolich, imagine what it was like for these experiA. Nagerlin and John Dumich all testified enced river pilots to live under the cloud to hearing only one blast from the Iowan of misconduct for six months until the matter was resolved. answered by two from the Welsh Prince.

However, the reinstatement of the J. G. Bjorge, manager of Columbia Northern Fishing and Packing declared pilots' licenses was by no means the end he not only heard one blast from the of the investigation. On June 14th, the Iowan answered by two from the Welsh owners of the Welsh Prince, the Rio Cape Line, Ltd., had filed libel proceedings in Prince, but there followed another single New York against the Iowan for $500,000, blast answered by two before the danger which prompted the American Hawaiian blasts. Captain John J. Anderson, river pilot on the Sinaloa, some distance astern Steamship Co., owners of the Iowan, to of the Iowan, told of hearing two whistles petition for limitation of liability. Then on given and answered the same way, corJuly 6th, the owners of the Welsh Prince also filed for a limitation of liability. In roborating the affidavit filed by his mate.

November 1922, pilots Pearson and On June 19th, the steamship inspectors rendered their decision. River Pilot, Sullivan were again giving testimony in Capt. A. R. Pearson of the Iowan was pe- Portland to be sent to New York for use nalized with the suspension of his federal in these pending litigations. But it was February 8, 1926 before a settlement was license for three years. No charges were made. In addition, the settlement agreesustained against River Pilot Capt. Edment decreed that the collision and sinking ward Sullivan of the Welsh Prince. were " ... incurred by the mutual fault of Not only had Pearson lost his federal those in charge of said steamships ... " license, but on August 9th the Oregon state board of pilot commissioners also Back in June 1922 when crewman suspended his state license for four Peter Konrad Holm filed suit against the months. However, Pearson had already Welsh Prince owners, a federal law manlodged an appeal with Capt. John Bulger, dated that service of a libel action must be made "on the vessel." Therefore, chief the supervising inspector of the United States steamship inspection service at San deputy United States Marshal for Oregon, Everett T. Stretcher went to Astoria, Francisco, to reopen the case to allow engaged a launch, traveled to the sunken him to cross-examine Capt. Sullivan. On Welsh Prince and attached a copy of the September 6th, Bulger reversed the decilibel proceedings to the vessel's upper sion made by the Portland office and reinstated Pearson's license. He then placed works. Then in July, Peter's suit was restrained by a Portland judge pending the the blame on Capt. Sullivan and ordered outcome of the proceedings in New York. him to tum over his license. This was As the above suits were proceeding, the first instance in the history of the The QuarterDeck, Vol. 36 No. 1

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so were talks about the salvage of the Welsh Prince and her cargo. On June 9th in Astoria, the owners and insurers met to decide on plans to remove the hulk and cargo valued at approximately $300,000.

At that meeting they decided to ask for bids on both the cargo and vessel. The U.S. Corp of Engineers required a salvager to post a $100,000 bond to insure the removal of the hull and cargo from the river channel. By June 28th, two bids had been received, one from Wood, Baxter & Co. and another from W. S. Fortiner. However, since the owners had not released the cargo to the underwriters, the bids were withdrawn. On July 1st, it was reported that all parties were well aware of the U.S. Government's possible intervention to blow up the wreck and cargo to clear the channel if action wasn't forthcoming within a few days.

By July 6th, Major Richard M. Park of the Corp of Engineers said unless some move was made toward removal of the vessel within 10 days, steps would be taken by the government to take possession in 30 days. The laws allowing Major Park to issue that warning called for the owner to commence on the removal immediately after the sinking and ... "prosecute the work diligently, failure to do so being considered as an abandonment of the vessel and subjects it to removal by the government."

With no action from the owners or underwriters by July 8th, Major Park requested permission from Washington to take possession of the wreck and call for bids to remove it. (Apparently at this point, blowing up the wreck was no longer an option.)

On July 23rd, the U. S. Government took possession of the wreck and called for new bids to be opened on August 24th, with work to start in 20 days and completed in 360 days. The bidders were given two proposals for payment and the GovThe QuarterDeck, Vol. 36 N o. 1

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emment specified that all parts of the vessel and cargo be removed for a clearance 35 feet below low water. The watchmen placed on the wreck by the owners were discharged after receiving the official notice from Major Park.

Inquiries were made at Major Park's office as to how the Corp of Engineers could declare the wreck an obstruction to navigation when ships passed around it with ease. The answer: the wreck was in the range marked as part of the channel, so it was said to be "officially" an obstruction even though it was not hindering navigation.

The government received only one bid by August 24th. M. Barde & Sons asked for $50,000 and all the salvage and offered to meet all specifications which included posting the $100,000 bond guaranteeing removal. The govern- The QuarterDeck Volume 36, No. 1 ment accepted the bid and a contract was Summer 2010 drawn up dated September 1, 1922. The The QuarterDeck is lumber on the top deck had already been published by the salvaged, but the government figured Columbia River Maritime Museum, there were still 1,600,000 feet of lumber 1792 Marine Drive, and 4,000 tons of steel remaining in the Astoria, Oregon 97103. hull having an estimated cost of $297,000 Tel: (503)325-2323 when it was loaded.

Fax: (503)325-2331 Barde began at once to plan for the www.crmm.org salvage work. They leased the stemwheeler Olympian to tow the barges Editor: David Pearson Kudapasen and Dallas from North PortEditorial Staff: land to the site, one with a sheerleg gear Blue Anderson for lifting salvaged parts. In addition, Lee Clinton Betsey Ellerbroek two old steamer hulls were caulked and Jeff Smith brought to the scene to be used for salvaged materials. And a warehouse was Printed by leased at the foot of Sheridan Street in Printgraphics Portland to receive the salvaged parts.

Beaverton, Oregon The plan was to raise the aft section of the wreck by constructing a bulkhead near the break in the hull, pump it free of water to float it, and tow it away. L. R. Bixby, of the Corp. of Engineers stayed with the salvage crew and reported the progress to 11 Major Park.

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The author is a retired banker, who has lived in Portland all her life. Her childhood summers were spent in Altoona, Washington with her grandparents.

For the past three years, she has been attending a writer's forum at the Genealogy Forum of Oregon in Portland. It was because of those classes that she began writing family history stories.

In June, 2009, Bonnie LaDoe was honored to win first place in the Genealogy Forum's writing contest for this article.

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"That was the scene from our porch," said Doris Pearson looking at the photo of the salvage operation. "The salvage crew came and worked on it, oh, for the longest time."

By October, the salvage operation was reportedly going well with 40 tons of coal unloaded and recovery of other parts that could be reached. They had 4 to 6 divers at work underwater to build the bulkhead and predicted the after section would be out of the channel by Thanksg1vmg.

But as late as December 1922, they were still working to close leaks in the bulkhead. And it was not until March 1923 that an attempt was made to raise the stem using several powerful pumps and cables stretched under it. However, the combined weight of the sand and steel proved too much for the cables and they snapped. So, the work stopped and the entire crew was temporarily laid off.

It was August 1923 before another attempt was made. Much of the cargo had been removed, the bulkhead made more watertight, and other leaks stopped.

A test had shown good results, but on the morning of the August 13th, the pumps broke and the whole job had to be done over again. By August 31st, additional pumps were being installed, and on September 4th, with the installation complete, Barde predicted, " ... the hull will be floated within two hours." And if all went well, Barde would meet their contract agreement with the government within the set time limit.

Unfortunately, the next mention of the Welsh Prince is not until January 1925 when a Morning Oregonian article states that dredging is continuing at the site of the Welsh Prince " . .. that was removed last year." If the wreckage was still there in 1924, it appears the agreement between M. Barde and Sons and the government was breached and the salvage

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operation never completed. In the end, the remaining hull and cargo was dynamited to clear the channel giving Altoona residents one last grand show.

The fate of the wreckage and the lives impacted by the collision that Sunday evening in 1922 has now faded into history.

But it undoubtedly altered many lives: the river pilots, captains, crew, steamship inspectors, witnesses, underwriters, owners, salvagers, and the families of those lost. All felt the impact of that collision.

And tragically, it was the last thing felt by seven young crewmen asleep in the forecastle.

As disasters go, the collision of the Welsh Prince and the Iowan does not rank very high. The few artifacts at the Museum are packed away, the cemetery records have little information, few books give it more than a paragraph, and the event is now largely forgotten.

But, as I stood beside the graves of the lost Welsh Prince crew that September day, I knew I would always remember: Jarvis Blake, C. M. Jensen, John C. Clair, William Sharkey, Joel Buckwalter, Harry Ward and Knud Fenstad were no longer just names found in the newspapers at the time of the incident. They were real people who met a terrible death far away from their homes. Even though no markers remain and no family lived near enough to visit their graves, they deserve to be honored. And now, thanks to an old ladle, a bit of family lore and a few old family photos, they are.

-By Bonnie LaDoe

The QuarterDeck, Vol. 36 No. I

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Planned Giving In Memoriam

At sea, an anchor to windward provides stability in a storm, and secures a vessel and its crew in difficult weather.

Planned giving, much like an anchor to windward, provides security and benefits to donors and the Maritime Museum. You are invited to consider a planned gift to the Museum, and the many benefits these gifts can provide.

For further information on how you can provide a lasting legacy to the Museum please contact Sam Johnson, Executive Director at 503-325-2323.

It is with great sadness we note the passing of Museum Trustee Hugh Seppa.

Born and raised in Astoria, Hugh became a respected and successful businessman in the farming community and served in many capacities in the community including the Board of The Bank of Astoria, as supporter of the Columbia Memorial Hospital and the Columbia River Maritime Museum. Hugh worked diligently to ensure the Museum's success, but will be most remembered as a good friend to all.

Museum staff and volunteers mourn the passing of Helen King, a dedicated Lightship Columbia volunteer. Nearly every Saturday since 1997 Helen could be found at the Museum giving her special presentation on The History of West Coast Lightships. Her wealth of knowledge was shared with many of our visitors. They often came out of her presentations proclaiming her to be "incredible." Indeed she was. We will miss her.

~elebration 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 call the Museum at (503) 325-2323. We would be happy to take your information over the phone or visit with you at your convenience.

Your donations to the Museum are fully tax-deductihle and send a special message of value to those notified of your gift.

We thank you for your continuing support.

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News and Notes

Ted Natt Maritime Library has been fortunate to benefit from the generosity of many donors so far this year. Two significant ones to mention; one from Gennaro Avolio, who donated 98 maritime books to the library along with a personal log from a sailboat race from Los Angeles to Hawaii in 1965 onboard Hasfy. The other came from Mayer Schwartz, who donated 458 maritime books, a lifetime collection.

Museum Calendar Member Event • Join us Sunday afternoon, May 23, from 4:00 to 6:00 for a captivating performance by musical artist John Mock. John captures the essence of the sea through music, narration and story telling which enliven the places and characters on which his art is based. John's own photography • The Education Department is fortunate is projected onto a screen behind him to have a steadfast supporter in the Quest and provides a beautiful backdrop for the for Truth Foundation. The foundation remusic. His haunting CD The Day at Sea cently contributed $30,000 to the Museum is available through the Museum Store, to be used for education programs both and his photographs will be available for on-site and through outreach programs. purchase at the time of the concert.

Quest for Truth's generous support offsets Summer Day Camp is Back! staffing costs and allows for the purchase Navigating the Past summer day camp of new equipment and supplies. is a popular program offered each July • The Friends of the Columbia River and August for elementary age children.

Maritime Museum recently gifted the It is not too early to register your child or education department with $2,000. Their grandchild for these hands-on sessions. gift allows education staff to offer day Save the dates! camp scholarships for deserving children, • July 12 - 16 is for children going into restock consumable materials, offset spethird and fourth grades. cial program costs, and a variety of other • August 9 - 13 is for children going into expenses. Both gifts allow the Education fifth and sixth grades.

Department to provide quality programs in Call Betsey Ellerbroek at 503-325-2323 a variety of settings. for more details or to register.

• Join us on Facebook Get all of the Family Programs up-to-date information, reviews about Family programs return this sumthe Museum, and other information. Nate mer beginning the end of June and conSandel, Field Educator, has done fabulous tinue through the end of August. Call the work in keeping the site current.

Museum for more information, or e-mail Betsey Ellerbroek at ellerbroek@crmm.org for a schedule and times.

• Senator Betsy Johnson welcomes over 140 guests to the grand opening of the new exhibit Crossing the Bar; Perilous Passage. The exhibit is now open, if you have not had a chance to check it out yet, it is a exciting experience for all.

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Annual Donors The Columbia River Maritime Museum is grateful for the significant contributions of each individual listed.

This list reflects the names of our annual donors as of

April 13 , 2010.

ADMIRAL ($5,000) Kay North COLUMBIA RIVER SOCIETY ($1,000 up) George & Patty Beall John & Justie Braestrup Peter J. Brix Tidewater Barge Lines, Inc. Bruce & Lynn Buckmaster Gerry & Marilyn Cameron Bob & Barbara Canessa Geraldine Chisholm Bob & Margaret Chopping Mary Clark Terry & Elizabeth Clifford Ward & Lois Cook Dick Delphia Franklin & Harriet Drake Tom & Cindy Dukich Dale & Linda Farr Bill & Theresa Farrens Fishhawk Fisheries, Inc. Fred W. Fields Del & Cheri Folk Al Goudy Michael & Melissa Haglund

AIMCO Halton Company John & Dori Hart Don & Carol Haskell Marcella L. Hatch Capt. Donald & Anna Hughes Sam Johnson Dr. Russell & Linda Keizer Jim & Inez Kirker Ken & Dean Kim Marilyn Knowlson US Bank - Astoria Branch H. Kirke Lathrop III Capt. Rod & Lynne Leland Don & Roni Mugnuscn Melvin Mark, Jr. Jim & Kay Mcclaskey Prudence Miller Edith H. Miller Dave & Marcy Phillips H. Roger Qualman Diversified Marine, Inc. Jim & Sharon Richards Capt. Thron Riggs & Betsey The QuarterDeck, Vol. 36 N o. 1

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Ellerbroek Bank of Astoria Mike & Julie Sorkki June Spence Charles & Caroline Swindells Shawn & Paula Teevin Dr. Gerald & Margaret Warnock Samuel C . Wheeler CAPTAIN ($1 ,000) William & Nancy Blount Dorothy I. Boyle Robert & Leona DeArmond John W. Dixon W. Dennis & Pat Hall Libby Holden Michael & Jennifer Jacobi Larry & Shirley Perkins William & Suzanne Rempfer Don & Molly Ziessler Columbia River Bar Pilots NAVIGATOR ($500) Stephen M. Andersen Wesley & Beverly Anderson Jim & Betty Branson Richard & Judith Bressler Rich & Betsy Crist Dan L. Evans Dan Gibbs Elnora Hertig Michael & Inness Jackson Russell & Kathleen Rottiers Lewis & Jeanne Scott Henry T. Swigert Joseph P. Tennant Jay & Diane Zidell Hood River Distillers PILOT ($250) Ken & Joan Austin Anne M. Barbey Barry & Vickie Barrett John & Joanne Bastian Harvey N. Black, Jr. Nicholas & Patricia Brower Natalie Cellars Richard & Joan Charlton Bill Chisholm Gail Collins & Nancy Hakala Robert W. Cummings Estelle Duggan F. Davis Finch Ron & Linda Ford Robert Forster Jim & Lylla Gaebel Rick & Cathy Gardner Charles Garman John & Peggy Goodenberger Jerry & Marilyn Gustafson Jane & Larry Harris Blair Henningsgaard & Paula Brownhill

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Capt. Robert W. Johnson Harold Johnson E.M. Jones Daniel & Mona Jordan Patrick & Lori Kearney Rick King Frederick & Anne Kingery Peter & Anne Koerner Larry & Barbara Kunz Joseph & Carol Lambert Charlotte Langsev Helena & Milton Lankton Ronald & Charlene Larsen Jo & Judy Leahy Richard & Lynda Lee Philip D. Lively F. Warren & June Lovell Steve & Jean Mann Paula Marineau Elizabeth T. Martin Philip R. Mason Ernest & Diane McCall John & Ginny McCormac Paul & Sally McCracken Donald & Edith McDaniel Gene & Janet Mellott John & Veronika Mewha Amo Michaelis William & Wanda Milwee Dr. Robert Mitchell Richard & Velda Mitchell Gary & Roberta Muehlberg Anthony & Loraine Nailor Ed & Joyce Nelson Lela M. Newell Gregory E. Newenhof John & Janet Nybakke Sonia Nyberg Charles & Susan O'Neal Dale & Joann Osborn Rose Marie Paavola Kenneth & Jean Parks Sandy Patterson Gary & Sonia Pedersen Patricia R. Pedersen Dr. Jukka & Judy Perkiomaki Jon Peterson & Brenda Van Kanegan Jack Pietarila Jim & Pat Radich Heather Reynolds & Mark Barnes William H. & Lora Rhodes Clarence Richrod Hugh & Merry Riley Rayona Rlulla Capt. Russ Roberts Doug & Denise Ross Jeff & Judy Rusiecki

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Dr. & Mrs. Roger D. Aydt Col. T. Badley Robert & Anita Baker Joe & Gwynn Bakkensen Philip & Ann Bales Richard & Victoria Banik Stanley & Lois Barber Douglas & Cheryle Barker Cindy Barlow & Paul Masin Todd & Betty Barnes Thomas & Judy Barnett Fred & Pat Barnum Vernon & Carol Barth Michael & Mary Ann Barton Harold & Mary Barton Cliff Bauer Todd & Lori Bauman Ike & Kathleen Bay Norman & Marion Benke Mr. & Mrs. S. S. Berry Daryl & Carole Birney Robert & Susan Bish James & Sue Bisio Ann Black Dennis & Kathy Blaine Gene Bock Russell & Susan Boedeker Fred Borg & Susan Horst Ron & Sharon Borgardt John & Nancy Bosch Kim & Susan Bottles Lloyd & Janet Bowler Don & Glenda Braun Chuck & Mary Briggs Robert & Marjorie Brackey Richard & Lani Brown Troy & Rebecca Brugh Huston & Elizabeth Bunce Thomas Burgess & Rosalyn Edelson Steve & Karen Burke Robert Burkholder & Cindi Rice John S. Burlingham Michael Call W.D. & Virginia Cameron Joan W. Campbell Andrew & Maija Carlson Michael & Judy Carlson Nancy Carritte Pat & Laura Casey Tom Cashman Don & Pat Cassady Bob Chamberlin Roy & Laura Chen Connie Chester Alice Codd Mitch & Arlene Cogen Patricia Colaizzi & Mike Abrams Juanita Colling Ronald C. Collman Harry & Yvonne Starr Comins Thomas & Laurie Connolly Kaye Mulvey & Les Cowan

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Andrew & Beverly VanderPlaat Diana Yelder S. Frank & Jacqueline Viteznik Jack & Beverly Vonfeld Michael & Karin Vorwerk Ben & Robin Vose Oliver & Sharon Waldman Kenneth & Louise Weaver Chuck & Sandie Weihe Charles Wells Jack & Shelley Wendt Martin & Patricia West Jon W. Westerholm Scott Whiteford Mark & Laurie Whitham Darrel & LaLayne Whitmore Norman & Becky Whitten Capt. Darren Wilcoxen Lowell & Shirley Landwehr Wiley Bill & Mary Williams Ron & Kim Williams Gaye Williams Harvey & Barbara Williamson Patrick Willis & Julie Cleveland Jim & Rhonda Wills Branden & Sandra Wilson Damien & Katherine Windt Patrick & Mary Wingard John & Ada Anne Wolcott Frank Wolfe & Kathleen Sayce Patrick & Suzanne Workman Nicholas & Virginia Zafiratos Clyde Zaidins William & Charlotte Zimmerman ENSIGN ($30) Laurie Akehurst Malvena Allen Denise Allen Alice C. Ashley J. William Bader James Ballou Elaine Bauer Emil Berg Carol Berger Michael Boss John Boynton Wanda M.R. Brooks Allison Zoe Cellars Marvin Chapman Patrick Corcoran John A. Cowan Nigel Cundy Patricia Custard Daniel N. David Betsy Davis Dorothy Deacon Tammee Donaldson Dolores Ducich Celestine Durham Janet Easley Molly H. Edison Stephen Emmons The QuarterDeck, Vol. 36 No. 1

: _____________ ~-- ()--~ ~ - T\t1 _B__I _A Ross Fearey Linda Fenske Sylvia Jensen Fewel Paula Fisher Patricia M. Fletcher E. Marie Gerttula John E. Goodenberger Normandie Hand Edward F. Hargreaves Carla Harrell Patricia Hartle Blaine Hays Del Heiner Patricia Heiner Ella Hill Lee Hogan Charles Holboke Philip Hubert Dudley C. Humphreys David R. Isaacs Charlotte Jackson Ruth Jensen Judy Johnson Craig Johnson Jan Johnston Bob Kearney Tim Kennedy Lisa Kerr Mark A. Keyser Thomas Koch Kevin Kolb Eric Kosko Laura Leebrick Peter Leenhouts Jennifer Mark Nitin Marwah Anne McA!pin Anne McDonald Neil McGinnis Katherine McPherson Ken McRae Shannon Meik Colleen Menichini Eva Moore Colin Moore Brad Mosher II Jeff Murphy Philip E. Nelson Carol Newman Edward A. Niemi Cheryl Nitz Brian Noble Gurie O'Connor Bart Oja Robert Olds Lorraine Ortiz Chris Otey Ward & Doris Paldanius Jim Papp Joanna Pipes Joshua Prichard Donna Quinn Stuart Rideout The QuarterDeck, Vol. 36 No. 1

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John H. Sargeant Marilou Sayer Robert Schwemmer Andrea D. Sehmel Lurayne Smith S. Specht Jim Stroup Nelson Taylor Alice E. Thompson Shirley Tinner Nicholas Utzinger Thomas Voytko Frank M . Wolfe Marie A. Yost Melissa Yowell Sunset Empire Amateur Radio Club Allen County Public Library STATESMAN ($25) Rex Anderson Howard Anderson Carlton Appelo Katherine M. Astala Clarence G. Aulenbacher Jean Barney Nancy Lee Batchelder Joan L. Battuello John C. Beatty Jr. Samantha Beckett Jack Becvar Diane Beeston Barbara Jean Begleries Dennis Berry LCDR W. Robert Beveridge Marilyn R. Birkel Robert W. Blake Wayne Blake Ronald J. Bolin Andrew Borland Margaret Bowerman Merlin Bowman Len Braarud David Brooks Don Budde Doris Bulletset Darryl C. Bullington B.L. Buschlen Ben Cadman John C. Caldwell James Callahan Joe Camey Arthur Chan Yong Cheong Beverly l. Christman Daryl Cleveland Ron Cole Norman Creitz Lyle Cummins Tim Dalrymple James Davis Sylvia Davis Mimi Davis

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JoAnn Dawley Dick Delphia Mary Jane Dixon Liz Duncan Delora E. Duoos Gladys Dyer Nancy Edgar Mel Emberland Alma English Freda Englund Dr. Tony Farrenkopf Helen Feldmeier Frank Frost Pat Fuller Wendy Gartrell Carol Gearin Linda Giddings Eberhard W. Giesecke Beverly Goudy Nancy L. Grimberg Charles Grimm Fred W. Grotjahn Marilyn Gudmundsen Bill Gunderson George Haapala Beverly Hamilton Doris Hay Daniel Heam Eldred Hendrickson Mabel Herold Jack Hettinger Loren C. Hillman Nancy Hoover G. Norman Hoxsey McLaren Innes Richard K. Jackson Peter A. Johnson Dorothy Johnson Jeffrey Johnson Larry Johnson Dennis Johnson Gloria Jones Luella Kerr Joan Knapp Robert N . Kussman JeffLampa Gloria Larson Louise Larson Eileen Leback Lee B. Lowenson Ted Magnuson Eugene Majerowicz Melvin N . Maki Caryl D. Mangan Jack Marincovich Betty Markham John Markham Tom McAllister Joan K. McCracken Pat McDonald Karen Mellin Ted Messing Charlie Meyer

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Sandra Robinson William W. Rosenfeld Patricia Rosenkranz Karen Runkel Jerry Sabel Ted Sarpola Bob Schoning Dorothy Scott Paul See Marjorie Seeborg Nancy Sells Richard M. Seppa Terry Shumaker Kathleen Slotte Joyce Smith Edward Smith Ilse D. Spang Marjorie Spence Harold E. Spoelstra William B. Sprague Agnar Straumfjord Lorraine Street Maureen Sundstrom Omar M. Susewind Gloria Swire Eileen Thompson Donald Webb Ron Westerlund John E. Westman Dede Wilhelm Phil Williams Ethel Wilson Terry Wilson

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Phyllis S. Dubb Dr. David I. Williams

Memorials July 1, 2009 April 12, 2010 John A. "Bolo" Aho la Allan Maki Gail & David Bartee Gurie O'Connor Allison Zoe Cellars Natalie Cellars Ron Westerlund Robert V. Anderson USS Knapp DD-653 Crew Dr. John Banholzer Evelyn Schmidt Dr. David I. Williams Janet Beechy Marcella L. Hatch Dr. Michael Buchman June Spence Walter Dale Burgher Allan Maki Mary Couch Butler Ma'Carry Cairo & James Mustola Don L. Carter Stanley Simson Melvin N . Maki Linda Cheuvront Diane Finucane Robert M. Clarkin TMTI USS Knapp DD-653 Crew Howard Coffey Phil Nock lrja Virginia Curtis Betty Curtis Helen Lachman Gabriel & Katie Anastasiadis Dennis & Amelia McNally J.T. & Carolyn Pendergraft Charles E. Dietz HMB USS Knapp DD-653 Crew

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Paul Ebbs SMC USS Knapp DD-653 Crew Suzanne Fields David & Shirley Lum Don & Roni Magnusen Elmer Forseth Allan Maki Ella Hill Gail & David Bartee Alfie "Bud" Freel Dr. David I. Williams Morris "Bill" German James & Mary Trofitter Henry Martin Glick Mitch & Frances Cowan Helen Gordon Betsey Ellerbroek Gil & Charlotte Ferrey Clara B. Grotting Mr. & Mrs. Dagfinn Meyer Robert M. "Bob" Hagen Linda Bowen Cliff & Arline LaMear Carol Demeter Arlene Hagerup Eldon Korpela Richard & Frances Hansen Robert & Velvyn Scheve Gordon & Darlene Story Matt Hankel Dr. David I. Williams Donald Hannu Allan Maki Robert N . "Bob" Hauke Ed & Judy Fisher George & Patty Beall Mike & Marian Soderberg Capt. Rod & Lynne Leland John E. Hill Jon W. Westerholm Carol Seppa Dave & Karen Johnson Robert & Mary Oja Ron Westerlund Ella Hill

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Elmer Trygve Hjorten Jack Marincovich Jay Jacobson & Pamela Hansen Marguarite Duisenberg & Family Roger Jolma & Rebecca Fisher Charlotte Thompson Hjorten Roger Jolma & Rebecca Fisher Pamela Kay Holthusen Kenny Ginn Capt. Paul A. Jackson Charlotte Jackson Margaret J. "Peggy" Jeremiah John & Cynthia Svensson Carol Moore Gregory A. Josephson David & Susan Corkill Ellen Hill William T. Kerwin GM3c USS Knapp DD-653 Crew Helen Darlene King Betsey Ellerbroek Max & Judy Bigby Ronald E Lindberg Ernest & Virginia Barrows Nels & Winnie Rasmussen Mr. & Mrs. R. Ben Butler Dorothy A. Labiske George & Judy Chase Jon & Martha Counts Andrew Young Bob & Barbara Blue Steve & Kathy Johnson Brad Jasper Jerry Ostermiller & Lynne Johnson Ed & Charlotte Fearey Don Hartill Bob & Bernice Cordiner Jon & Mary Jean Englund Shirley Mustonen Mary Howe Robert G. Kipp SM!c USS Knapp DD-653 Crew

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Dale Armes Leino Ben Bay Robert Sherman Lovell Martha Dahl Capt. Rod & Lynne Leland Dorothy Margolis John & Trudy Dawson Capt. James McAvoy Patrick O'Grady Carel McCafferty Jim & Georgia Forrester Carol Moore Pamela & Berg Ku! John & Amy Peterson June Spence Ann, Susie & Kathy Fauver Ella Hill John & Cynthia Svensson Sherree Funk Thelma McCoy Ben Bay Toivo "Casey" Mustonen Melvin & Shirley Schoessler Norman & Marion Benke James & Susan Bulgrin Pat & Mary Ann Manning Dr. David I. Williams Dorothy A. Labiske George & Janet Conatore Dr. David I. Williams Sandra Ness Nedrow Dorothy A. Labiske Linda Niemi Steve & Kathy Johnson James A. "Jim" Nyberg Sonia Nyberg Melvin R. Olson Robert & Mary Oja

Luella Klepp David & Susan Corkill

Adella Orwick Robert & Mary Oja Dorothy Scott Terry & Keith Mischke

David Kumpula Dr. David I. Williams

Judith Osthoff Don & Anne Morden

Sylvia Laine Steve & Rebecca Roman

Errol Pulkrabek Dr. David I. Williams

Grant Robinson Leigh Mike & Marian Soderberg

Sandie Ramsdell Lucore Family

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John N. Rannells Robert & Mary Oja Jack Reed Marcella L. Hatch Eugene D. Revier GM2 USS Knapp DD-653 Crew Eli Clifford Riutta Rayona Riutta Loretta LaRocque Larry & Josie Nelson Roy Niemi Roy Roberts Marcella L. Hatch John k . Ruppert ET2 USS Knapp DD-653 Crew Scott A. Schulback Robert & Mary Oja Hugh Seppa Dave & Marcy Phillips Thomas & Janice Rysdyk Don & Carol Haskell John & Merilyn Jensen Larry & Shirley Perkins John & Stephanie Olsen Stanley & Darby Gott Mike & Donna Kuratli Beverly Aspmo JanetAamio Columbia State Bank Barry & Lori Greenberg Don & Roni Magnusen Jerry & Marilyn Gustafson Negwer Materials, Inc. Jim & Liz McElhinny Martin, David, & John Nygaard Kenneth & Judith Seppa Ron Westerlund Bill Larryemore & Annable Kaul Family Donald & Edith Helligso Nicholas & Virginia Zafiratos Edith H. Miller Capt. Rod & Lynne Leland Jerry Ostermiller & Lynne Johnson Mike & Marian Soderberg Richard & Lynda Lee Theodore & Sally Swanson Craig & Cheryl Collins Dale & Bobbie Hauck Craig & Marilyn McArton John & Maxine Reith David & Shirley Lum Bob & Barbara Canessa June Spence Susan & Willard Ivanoff The QuarterDeck, Vol. 36 No. 1

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Max & Judy Bigby Ted & Pat Bugas Margie Thompson Raymond & Marilyn Dodge David & Mary Jane Hill Don & Susan Brandt Don & Glenda Ivanoff Don & Fay Landwehr Steven & Susan Corey Glenice Gibson Dave & Jane Roberts David & Susan Corkill Greg & Teri Witry Carroll & Lydia Seabold Todd Olsen Kenneth & Kiplee Luthe Dan & Sheila Fay Dr. Robert D. Neikes Jerry & Yvonne Lundholm Melvin N. Maki John & Vallory Webb Richard & Judy Wiswall Donald & Helen Fastabend Dennis & Kathryn Rodin Roger & Kathy Hynen James Reith Ella Hill Paul See Anna Hill Gordon & Carol Wolfgram Bill & Deborah Armington Don Johnson Henry & Trudy Boyd Don & Molly Ziessler Alice Codd Jack & Shelley Wendt Jack & Pat Niemi Dick Delphia Molly H. Edison Kurt & Kitty Kuhn Jerry & Marge Walling Mike & Tami Aho Ed & Joyce Nelson Dave & Karen Johnson Martin Knustsen & Son, Inc. Ed & Charlotte Fearey Roger & Ann Hynen Ward & Doris Paldanius Eric Paulson Randy & Debbie Stemper Mr. & Mrs. Roger Shannon Philip & Nettie Blair Evelm Beebe Shirk Jane & Larry Harris Arthur L. Smith Evelyn M. Leqve Smith

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Rodger Spencer Dr. David I. Williams Richard Lee "Dick" Stemper Nicholas & Virginia Zafiratos Dr. David I. Williams Virginia A. Steve Capt. Rod & Lynne Leland George Clars Strom Ron Westerlund William A. "Bud" Ter Har Scott & Mary Hinsdale Nicholas & Virginia Zafiratos Anne C. Tevis Phil Nock Nicholas & Virginia Zafiratos John Richard "Dick" Thompson Capt. Rod & Lynne Leland June Spence Butch & Tronni Petersen Philip & Nettie Blair Jon W. Westerholm Nancy Thorsness Margie Thompson June Spence Mr. & Mrs. Robert Roeser Kathleen Helmersen Steve & Rebecca Roman Ward & Doris Paldanius Gordon & Carol Wolfgram David & Shirley Lum Joan Tolonen Judy & Hank Heilmann Waverlie Warila Fred & Jean Richardson Shirley Mustonen Helmi Netzel Jack & Pat Niemi Viola H. Leonhardt Donald & Kaino Leethem Gertrude Rinell N aimi Koskelo Franklin & Harriet Drake Curtis Olson Margery Warila Robert & Mary Oja

In Honor Of...

Helen Snow Dr. David I. Williams

George Beall's Birthday Barbie & Burke Rice

Gerald Sommerset Bob & Barbara Canessa

Mr. & Mrs. Peter J. Brix John & Sue Altstadt

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Become a Corporate Member Welcome Aboard to our Newest Corporate Members: The Standard Holiday Inn F,l"prrss & Suites - Astoria TLC Federal Credit Union

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You are invited to become a Supporting Business Partner of the Columbia River Maritime Museum.

With a national reputation and over 100,000 visitors annually, the Columbia River Maritime Museum offers an exceptional platform for communicating your values to the public while supporting our mission to preserve the rich maritime heritage of the Columbia River.

Whether you are a small business owner, a large corporation or somewhere in between, we can tailor a program to suit your needs.

Corporate Members receive a variety of benefits including a business link and recognition on the Museum's website and an invitation to an evening reception exclusively for Business Members and Museum Trustees.

Depending on membership level benefits include a private tour of a collection or special exhibition for up to six people, complimentary use of the Board Room, a private event with the Executive Director and a complimentary Family Day when you may invite up to 300 guests to the museum.

Contact Lee Clinton at 503.325.2323 or clinton@cnnm.org for more infonnation.

Your support makes a difference!

The QuarterDeck, Vol. 36 No. 1

COLUMBIA RIVER MARITIME MUSEUM 1792 MARINE DRIVE ASTORIA, OREGON 97103

ADDRESS SERVICE RE UESTED

Join us for a very special new exhibit of four dynamic and adventurous artists, all painting the industrial waterfronts of the Pacific Northwest.

Proceeds from the sale of the paintings will go to support the restoration and display of the Museum's Pilot boat Peacock.

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