quarterdeck winter 2018:qdeck 10/5/18 12:43 pm page 1 ... · mberland transacon in u.s. history for...

QuarterDeckthe WINTER 2018

COLUMBIA RIVER MARITIME MUSEUM

Astoria’s S.S. Great Northern:World’s Fastest Steamship

Quarterdeck Winter 2018:QDeck 10/5/18 12:43 PM

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From the Collec�ons: S.S. Great Northern toiletry kitIn 1915, newlyweds James and Mary Careher boarded the Great Northern in Flavel,

bound for San Francisco and the Panama Pacific Exposi�on. Wai�ng in their cabin aboardship to pamper them on what we hope was a roman�c journey was this “Colgate's WeekEnd Package” toiletry kit, containing Colgate’s Ribbon Dental Cream; Cashmere BouquetTalc Powder; Cashmere Bouquet Toilet Soap; and Colgate's Cold Cream - all in originalpackaging. The kit’s dimensions are 4” wide x 1” high x 3” long. A label on the inside says:“Compliments of Great Northern Steamship Company; Opera�ng The Twin Palaces of thePacific; S.S. Great Northern - S.S. Northern Pacific.” CRMM 2010.41.1

On the Cover:The steamship Great Northern in 1914,seen docking at a new pierand terminal building atFlavel, Oregon, four milesdownstream from Astoria.

Photo courtesy John Russell


Columbia RiverMaritime MuseumExecu�ve LeadershipSam JohnsonExecu�ve Director

Bruce JonesDeputy Director

ControllerJordan HornController

Curatorial Opera�onsJeff SmithCuratorMa�hew PalmgrenCollec�ons Manager Marcy DunningLibrarian

Chris�ne TrexCuratorial Technician

Educa�onNate SandelEduca�on DirectorKelly McKenzieField EducatorKathy JohnsonVolunteer Coordinator

Facili�es Opera�onsGary FriedmanFacili�es ManagerRino BebeloniTechnicianAaron S�nne�TechnicianPatric ValadeTechnician

Membership & Marke�ngJulie FluesMembership & Marke�ng Manager Kate CaslerAssistant

Store and Visitor ServicesBlue AndersonStore & Visitor Services ManagerAnn BronsonAssociate Store Manager Helen HonlAssociate Visitor Services Manager Elaine BauerSales & Visitor ServicesKaren Sexton-JosephsSales & Visitor Services Paula BueVisitor Services Stacy BradleyVisitor ServicesBlaine PhelpsSales & Visitor Services Brooke WilloughbyVisitor Services

Administra�ve ServicesElizabeth HayesAdministra�ve Assistant

Barbey Mari�me CenterChuck BollongInstructor/Curatorial Technician

From the Wheelhouse “Please con�nue to provide “lost art” courses. They are vital to our

community.” – course cri�que, September 2018 Bronze Cas�ng class

For two days, ten adult studentsfrom as far away as Idaho, and righthere in Astoria, learned andprac�ced tradi�onal bronze cas�ngfrom Execu�ve Director SamJohnson and protégé Chuck Bollong,at the Barbey Mari�me Center.Visi�ng the class midway throughday 2, I was blown away by thestudents’ enthusiasm for learningthis ancient art. Even moreimpressive was Sam’s obviouspassion for his cra�, and for passingit on, as he scurried from table totable, giving �ps, correc�ng andassis�ng. The eager studentslearned how to make pa�erns forfunc�onal parts and decora�veobjects, mold pa�erns in specializedsand, and then make and pourmolten bronze to make cas�ngs.Each student in turn donnedprotec�ve gloves, picked up theheavy crucible from the furnace, andpoured the over 2,000 degree Fmolten metal into their carefullycra�ed molds. The smiles whichemerged when the studentsremoved their cas�ngs, dunkedthem in water and scraped off the burnt sand, revealing their crea�ons, werepriceless. It is safe to say that the vision for the BMC as the experien�al extensionof the Museum, a place where mari�me related arts, cra� and knowledge arebrought to life for new genera�ons, is being realized. We are thankful to those whopursued the vision, and those whose generosity made it possible. Check out thewide variety of classes offered on our website – you don’t know what you’remissing!

Bruce Jones, Deputy Director

the QuarterDeckwinter 2018

Correc�ons to the Summer 2018 issue:The Editor thanks Mr. Michael Carlson, Secretary, U.S. Life-Saving Service Heritage Associa�onh�p://uslife-savingservice.org/ for sharing his exper�se and research in providing counterpoint and addi�onaldetail to our story “Mimi – An Avoidable Tragedy on the Nehalem Spit” in our last issue. The ar�cle reliedheavily on newspaper accounts, wri�en by one reporter shortly a�er the grounding, cri�cal of Tillamook BayLifesaving Sta�on keeper Captain Robert Farley’s ini�a�ve and courage. Carlson’s exhaus�ve review of thehistorical record provides ample evidence that the 1913 repor�ng unfairly and inaccurately savaged Farley’ssterling reputa�on, and that his rescue effort was in fact carried out professionally and competently. For moredetail, the 1913 Annual Report of the U. S. Lifesaving Service can be found online, and searched for “Mimi”.

A photo of the CG-52 USS Bunker Hill was misiden�fied as the DDG-52 USS Barry. Thanks to Mari�meArchaeological Society President and Navy veteran Chris Dewey for poin�ng out the error.


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Remarkably, and unknown to most in the Pacific Northwest, Astoria was once homeport to the fastest steamship in the world. The story of the Great Northern is not onlyone of unprecedented speed over more than 30 years of alterna�ng passenger andmilitary service, but an illustra�on of a uniquely mari�me component of the railroadingera of the early 1900s that brought tens of thousands of Scandinavian se�lers to Oregonand Washington.

Minnesotan James Hill, known as the “Empire Builder of the Northwest,” completedhis Great Northern Railway in 1893 covering a distance of more than 1,700 milesbetween St. Paul and Sea�le. In the mid-1890s, Hill bought the Northern Pacific Railroadand its line running from Duluth to Tacoma out of bankruptcy, all the while focused ona dynamic plan to spur se�lement (and growing freight revenues) along his rail lines.

In a speech at the Lewis and Clark Centennial Exposi�on in Portland in 1905, Hillpromised to “help with the development of this great state” by building a railroad toPortland, and, if Portlanders would deepen the channel of the Columbia River to 32 feet,to bring ocean-going cargo vessels to the Rose City. Hill received a “mighty ova�on”from the assembled crowd. Over a period of three years, the empire builder deliveredon his promise to link Portland into the Hill Lines’ transcon�nental service. The Spokane,Portland and Sea�le Railroad was built in two segments in 1906-09. The first segmentwas constructed from Kennewick to Portland and then on to Astoria, followed by theeastward line from Portland to Spokane.

S.S. Great Northern: Greyhound of the Pacific • By Michael E. Haglund

Popular postcard issued by Great Northern Pacific Steamship Company depic�ng the steamship Great Northern entering the Golden Gateat San Francisco on her run between Astoria and San Francisco. CRMM 411-19531

In a speech at the1905 Lewis and ClarkCentennial Exposi�onin Portland, James Hillpromised to bringocean-going cargovessels to the RoseCity if Portlanderswould deepen thechannel of theColumbia River.


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Throughout the late 1890s and the first two decades ofthe 1900s, James Hill aggressively promoted se�lementalong his Pacific Northwest rail lines. Hill’s companies boughtlands primarily from the federal government and operatedpromo�onal agencies in Germany and Scandinavia recrui�ngimmigrants with the promise of cheap land and low passagecosts. Hill also recruited Scandinavians to help build his raillines. While building the Great Northern Railway to Sea�le,he is reported to have said: “Give me Swedes, snuff andwhiskey, and I’ll build a railroad through Hell.” In anotherversion of the same quote, Hill is said to have boasted: “Giveme enough Swedes and whiskey and I’ll build a railroad toHell.”

Remarkably, James Hill keenly understood howpromo�ng development of the rich natural resources ofOregon and Washington would drive the profits and valueof his railroad empire, and he focused par�cularly on farmingand lumbering. Hill sold close friend and St. Paul next-doorneighbor Frederick Weyerhaeuser on the benefits ofexpanding the lumberman’s business to the PacificNorthwest. Then, in 1900, in what would be the largest�mberland transac�on in U.S. history for several decades,the Northern Pacific Railroad sold 900,000 acres of primeforest land in western Washington (part of its land grantholdings from the U.S. government) to Weyerhaeuser and agroup of investors for $5.4 million or $6 per acre. This wasthe start of Weyerhaeuser Company, which became one ofthe na�on’s premier wood products companies. In yetanother example of his comprehensive approach, Hill’srailroads significantly dropped freight rates from the WestCoast to the Midwest and helped spark a major expansion oflogging and sawmilling throughout the Pacific Northwest.

In another promo�onal move, Hill was instrumental in

founding the Northwest Development League, whichincluded the states of Minnesota, North Dakota, Montana,Idaho, Washington, Oregon and the Territory of Alaska. Heused this privately funded economic developmentorganiza�on to promote a region that he characterized asgrowing the “greatest profusion” of grain, fruit, ca�le and�mber in propor�on to the popula�on of the regioncompared to any other part of the U.S. In a speech to theleague in 1912, Hill happily recounted the remarkabledevelopment progress throughout the Pacific Northwest. Inhis view, the building of the transcon�nental railroads hadbeen the engine that drove “the se�lement of thousands ofsquare miles of produc�ve land,” as well as “the marke�ngof the greatest body of standing �mber in North America.”Hill noted that western Washington had seen its popula�ontriple in the 20 years between 1890 and 1910. Indeed,census figures show that of the 232,000 Scandinavians livingin the West in 1910, nearly 124,000 lived in Washington and61% of that number had arrived during the 1880-1910period. Undoubtedly, the Hill railroads were central to theinflux of Scandinavian immigrants to Clatsop County duringthe same period.

At the end of his 1912 speech, Hill observed that thechange in the territory from Minnesota to Oregon in the 60years since the mid-1850s had been “unbelievable,” but henonetheless predicted that “the transforma�on of the yearsto come will be even more striking and significant.” He urgeda principled approach to developing the superior resourcesand industries of the Pacific Northwest and hoped that theNorthwest Development League would “become a sovereignfactor in the na�on’s progress, as well as a clearinghouse forthe ac�vity and expansion of the chain of states that linksthe Father of Waters with the Western Sea.”

The Great Northern’s iden�cal sister ship, the Northern Pacific, is seen on her Flavel to San Francisco route. Each ship was 525 feet long, hada breadth of 63 feet, five decks, passenger capacity of 800 and crew of 200. The two smoke stacks were each 112 feet high. CRMM 411-16662

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And now we turn to that mari�me link which James Hillestablished in 1914 to carry passengers from Astoria to SanFrancisco in record �me. With his keen eye for promo�on,Hill wanted to extend his railroad south from Portland toSan Francisco in �me to provide transcon�nental passengerservice to the World’s Fair being held in San Francisco in1915. When he was refused permission to extend his railline southward, Hill’s Spokane,Portland and Sea�le RailroadCompany contracted with WilliamCramp & Sons Ship & EngineBuilding Company in Philadelphiato build two luxury passenger linersthat would be dedicated to servicebetween San Francisco and Astoria.Knowing that the Southern Pacific’scompe�ng passenger train, theShasta Limited, made the run to San Francisco fromPortland in “a li�le more than a day,” the SP&S shipbuildingcontract with Cramp & Sons ordered two 525-foot longvessels capable of “a sustained speed of 23 knots” inordinary weather for 24 hours. At 23 knots, these shipscould cover the 575 miles between Astoria and SanFrancisco in just 25 hours, faster than the compe�ngSouthern Pacific train. This specifica�on would be tested in

a measured mile immediately a�er delivery. The contractwas signed in April 1913 and required delivery of the firstvessel by December 15, 1914 and the second by January 15,1915 at a cost of $1.95 million each.

Because of the need for delivery of both vessels in �meto carry passengers from Astoria to the 1915 World’s Fair,the contract included liquidated damages clauses imposing

a penalty of $100 per day for eachday beyond the specified deliverydates and an iden�cal daily bonusfor early delivery. The shipbuilderul�mately earned substan�albonuses, delivering the GreatNorthern on July 7, 1914 and heriden�cal sister ship, christened theNorthern Pacific, on October 17,1914. In her sea trials, the Great

Northern outperformed the contract specs, sustaining aspeed of 23.995 knots over the measured mile with herboilers running at just 85% capacity. Remarkably, at such highspeeds, there was no vibra�on in the passenger quarters.The Great Northern then headed south for her lengthyvoyage to San Francisco and became the first passenger shipand the largest vessel of any kind at the �me to pass throughthe newly completed Panama Canal.

The Great Northern, known as one of the Twin Palaces of the Pacific, approaching the pier at Flavel, Oregon. CRMM 411-9378

At 23 knots, these ships couldcover the 575 miles between

Astoria and San Francisco in just25 hours, faster than the

compe�ng Southern Pacific train.


While the two ships were under construc�on, the SP&Sbuilt a terminal for the two luxury steamships just inside themouth of the Columbia River at the now forgo�en town ofFlavel, four miles downstream from Astoria at Tansy Point inwhat is now Warrenton and named a�er the famedColumbia River Bar Pilot, Captain George Flavel. Thepassenger ship pier at Flavel was 600 feet long with an 80-foot wide single story terminal building. The city of Astoriawas so grateful to Mr. Hill’s railroad for the new passengerservice to San Francisco that the city commissioned themaking of two clocks contained in a ship’s wheel andpresented one to each of the two ships. Both are on displayat the James J. Hill Center in St. Paul, Minnesota.

When the Great Northern and Northern Pacific begantheir service between Astoria and San Francisco in 1914, nopassenger liner in the world could cruise at speeds of 23knots. Both ships were ou�i�ed with 478 first class, 106second class and 200 third class cabins. The round trippassage from anywhere in the Willame�e Valley to SanFrancisco and back was $38.40 in 1914-15. Brochures at the�me adver�sed the service as follows: “Leave Portland in themorning by rail, 3 ½ hours to Flavel, sail a�er lunch; arrive inSan Francisco next mid-a�ernoon.” Making this transit in 25hours is comparable to the speeds of most modern cruiseships, which travel at speeds of 21 to 24 knots per hour. Onlya few modern ocean liners, like Cunard’s Queen Mary 2,reach speeds of 28 to 30 knots.

This luxury cruise line service lasted just two yearsbecause, with the outbreak of World War I in 1917, bothships were commandeered intotroopship service during thewar. The Great Northerncarried 3,400 troops on her firstvoyage to Brest, France inMarch 1918. On her fi�hvoyage, the ship set the first ofwhat became mul�ple speedrecords, transi�ng fromAmbrose Lightship to Brest andreturn in 14 days, 4 ½ hours.The vessel’s return trip fromBrest on her eighth voyage waspar�cularly even�ul. It was arace across the Atlan�c back toNew York between the GreatNorthern, her sister shipNorthern Pacific and theLeviathan, the former Germanship Vaterland seized for U.S.troopship duty at the outbreakof the war. At some 900 feet,the Leviathan was very largeand was thought to be thefastest ship in the world.

All three ships departed Brest on September 14, 1918, butthe Great Northern ran into a gale and had to slow down.According to a diary penned by the Great Northern’s chiefpe�y officer D.K. Romig, it “looked like the Leviathan wouldbeat us as she could maintain her speed in almost anyweather.” On September 16, 1918, the Great Northern “ranout of gale” and was “making 21 knots for the day.” Two dayslater, her speed had increased to an average of 22 knots. Shearrived at Ambrose Lightship at 4 am on September 19, threehours ahead of the Leviathan.

Immediately a�er the armis�ce ending World War I, theGreat Northern, then in New York, was assigned the importanttask of delivering documents to President Wilson, who hadjust departed Paris aboard the George Washington followingthe Paris Peace Conference. The plan was to deliver thedocuments in an at-sea rendezvous, but the Great Northernwas so fast that the rendezvous took place only 300 miles offthe French coast.

A�er handing off the documents, the Great Northernwent on to Brest, picked up 3,000 troops and returned to NewYork and docked before the arrival of the George Washington.In the process, the Great Northern sha�ered by more than aday the translatlan�c speed record of the Mauretania, makingthe round trip in 12 days, one hour and 35 minutes. This featwas accomplished despite the fact that the Great Northern’sround trip was 500 miles longer than the Mauretania’s record run from New York to Queenstown, Ireland and back. As a result, the President issued a special cita�on to the Great Northern commemora�ng her remarkable feat.

A commemora�ve U.S. Navy postcard no�ng the Great Northern’s status as the fastest transport in World War I. Also shown is Captain S. H. R. Doyle, who commanded the vessel in 1918 – 1919.

CRMM 411-9369

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Laying the keel of theNorthern Pacific at themassive Cramp & Sonsshipyard in Philadelphia.The Northern Pacific’s keelwas laid on September 23,1913. The keel for theGreat Northern was laid aday earlier on September22, 1913. CRMM 411-9410

Building the Twin Palaces of the Pacific

The Northern Pacific underconstruc�on at the Cramp& Sons Philadelphia yardshowing three of whatwould ul�mately be fivedecks.CRMM 411-9418


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Huge floa�ng crane carrying one of three Parsons steam turbine engines for installa�on on the Great Northern. Each of these engines weighed 197,000 pounds or 98.5 tons and was manufactured by Cramp & Sons under license from inventor Charles H. Parsons. CRMM 411-9386


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The huge size of the rotor for each Parsons turbine engine installed aboard the S.S. Great Northern is shown above with a shipyard worker in the foreground. This photograph was taken just three weeks before the vessel’s launch on July 7, 1914. CRMM 411-9400

The stern of the Great Northernshowing her home port of Astoria theday before her launch on July 7, 1914.

Twelve boilers powered three steamturbine engines. Two of the three

propellers can be seen in this photo. CRMM 411-9422

Building the Twin Palaces of the Pacific


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The bow of the Great Northern two days before her launch in Philadelphia. Shipbuilder Cramp & Sons numbered each of its ship hulls in succession.The Great Northern was No. 407 and the Northern Pacific was No. 408. Designed much like a yacht, the vessel’s hull lines were so fine that theywere described as “like a carving knife on edge.” CRMM 411-9432


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Aboard the S.S. Great Northern

The luxuriously appointedColonial Dining Room

aboard the Great Northernrivaled those of modern dayluxury liners 100 years later.

CRMM 411-9341

Great Northernpassengers dancing on

the a� end of B deck. CRMM 1972.8


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Passengers ge�ng se�ledin a first class cabin aboardthe Great Northern. Notethe door to a connec�ngparlor, bath and bedroom. CRMM 1972.8

The well-appointedobserva�on parlor aboardthe Great Northern. CRMM 1972.8


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In a reported 20 round trip voyages during World War I, theGreat Northern carried approximately 72,000 U.S. troopsand, according to chief pe�y officer Romig, stood alone atopthe transport service, “having landed more American troopsper day per thousand tons, than any other troopship.”

The Great Northern’s military glory did not end with hertroopship service. Following a lay up period in which she was“scrubbed, painted, polished from stem to stern,” the GreatNorthern relieved the U.S.S. Pennsylvania as flagship of theU.S. Navy at Guantanamo Bay, Cuba, becoming the firstmerchant ship to be so honored. Her selec�on wasconsistent with moderniza�on efforts in the U.S. Navy where“it was decided in future naval warfare, the commandingadmiral with his staff should never be in a combat ship, butbehind the scenes of opera�ons in a fast auxiliary.” Indeed,according to naval historian John Carrol Carrothers, thereason for the Great Northern’s selec�on as the Navy’s newflagship was her speed, specifically her ability to transit therun from New York to the Panama Canal in less than 100hours. In her completely refurbished life, the vessel wasrenamed the U.S.S. Columbia. She was painted all white andhad hundreds of pennants and signal flags flying from herrigging.

In another surprise, her service as the U.S. Navy flagshiplasted for only five months. As the U.S. shipping industryexpanded in the prosperous �mes of the early 1920s,Sea�le’s H.F. Alexander, one of the West Coast’s largestshipowners, was in the market for a luxury passenger shipto name a�er himself and to head his fleet of ocean liners. Inearly 1922, he arranged to purchase the Great Northern’ssister ship, the Northern Pacific, from the U.S. government.But before the sale closed, fate intervened and on February 8,1922 the vessel burned to the water line off Delaware Bay.

As it happened, the persistent H.F. Alexander wassomehow able to secure an order from President Harding to

re�re U.S.S. Columbia and sell her to Admiral Line within ama�er of weeks for a reported $1.25 million. According toHoward Ryan, a Sea�le adver�sing execu�ve who knew H.F.Alexander well, the shipping magnate “talked the President,or more specifically the Navy Department, out of her.”

Admiral Line then recondi�oned the ship at a cost ofapproximately $500,000 with most of that related to theinstalla�on of first class accommoda�ons for 675passengers. The vessel le� the shipyard in May 1922 withher hull painted the dark green color of Admiral Line with awhite and gold streamline from bow to stern and whitesuperstructure. She then began 15 years of service on aSea�le, San Francisco, Los Angeles run, depar�ng from theSea�le terminal at 5 pm every Tuesday. Throughout theRoaring 20’s, the H.F. Alexander was extremely popular,featuring the Colonial Nite Club, a splendid orchestra thatplayed during lunch, dinner and for dancing each evening,telephones in every cabin, a children’s playroom, a cocktailbar and a club room.

A remarkable incident in 1922 proved the H.F. Alexanderhad been well built. Just a�er midnight on July 9, 1922, theship smashed into Cake Rock at full speed in the fog, morethan 30 miles south of Cape Fla�ery off the WashingtonCoast. The photograph on page 16 shows the severedamage she sustained, the collision pushed her forefoot andforepeak back approximately 40 feet. The damage was farless severe than her captain had expected. As he stated tothe Sea�le Times two days a�er the collision:

“I will say posi�vely that we withstood a shock that wasgreater than I thought any ship could stand and live. If I everhad tried to es�mate what a blow would have done to thisor any other ship previous to the accident, I would haveunhesita�ngly declared the ship would crumble up clear tothe bridge. But you see that the H.F. Alexander just got hernose punched in.”

A photograph of the Great Northern during her �me as the U.S.S. Columbia, flag ship of the U.S. Navy. The ship is shown here on February 22, 1922dressed with flags at Guantanamo Bay, Cuba. Photo courtesy of the author


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Repairs were made in just three weeks at Todd Shipyards in Sea�le and cost nearly $250,000.

Throughout her years in luxury passenger service on the West Coast, the H.F. Alexander picked up a new nickname for her impressive speed— Hot Foot. She con�nued earning profits for Admiral Line throughout the 1920s, but, when the Great Depression hit in 1929, seasons were shortened drama�cally. Her service ended in 1936 when the Admiral Line closed its doors a�er years of financial difficul�es.

However, the vessel that began her life as the Great Northern and became first the U.S. flagship U.S.S. Columbia and then the H.F. Alexander was des�ned for one last chapter of military service. In 1942, she was purchased by the U.S. War Shipping Administra�on and renamed in honor of Major General George J. Simonds. She saw troop transport service in the Pacific immediately a�er Pearl Harbor and also ferried troops in support of the Normandy invasion on June 7, 1944. Two years later, the George S. Simonds was redelivered to the War Shipping Administra�on at Lee Hall, Virginia and became part of the laid up fleet on the James River. Her unique design ul�mately brought about her demise. Too narrow to be converted into a cargo ship and too large to jus�fy the cost of refi�ng as a passenger vessel led to the announcement in March of 1948 that she had been sold to Boston Metals Corpora�on to be scrapped.

In 34 years, perhaps no large vessel homeported for a �me at the mouth of the Columbia River was more accomplished or had more nicknames. That list included not only Palace of the Pacific and Hot Foot, but also Galloping Ghost of the Pacific Coast and Greyhound of the Pacific.

Mike Haglund is a Portland a�orney and current president of the board of trustees for the Columbia River Mari�me Museum.

Special thanks to John Russell of Portland, who first suggested the Great Northern as a topic of interest and provided his 1964 college paper and a wealth of research materials on the subject.

Great Northern Speed Records

*stood for 40 years un�l 1955 **bea�ng Mauretania by more than one day

1915 San Pedro to Honolulu 4 days, 6 hrs.

1915 Honolulu to San Francisco* 3 days, 18 hrs., 51 min.

1918 New York to Brest, France and return 14 days, 4 ½ hrs.

1919 Brest, France to New York and return** 12 days, 1 hr., 35 min.

1922 San Francisco to Honolulu 3 days, 18 hrs., 20 min.

1922 Honolulu to San Francisco 3 days, 17 hrs., 54 min.

1924 Sea�le to San Francisco 37 hrs., 13 min.

Copy of a page from the 24-page pictorial log book provided topassengers on the Great Northern and Northern Pacific showing thecombina�on of rail and steamship from Portland to San Francisco.There were sailings from each port three days per week. Round �rpcost from Portland in 1914 was $38.40. CRMM 2001.30.2


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More S.S. Great Northern

In August of 1922, early in the Great Northern’s regular service as the H.F. Alexander betweenSea�le, San Francisco and Los Angeles, she struck Cake Rock, 30 miles south of Cape Fla�ery,while proceeding at full speed. The vessel is shown above undergoing repairs in Sea�le. Photo courtesy John Russell

Po

Columbia RiverMaritime Museum2018 Board of TrusteesBoard of Trustees Stephen M. Andersen George F. BeallJohn C. BraestrupDale A. FarrTerry D. Graff Jerry F. GustafsonTed H. Halton, Jr.Donald M. HaskellCarol IhlenburgSenator Betsy JohnsonCaptain Dan JordanDr. Russell KeizerS. Kenneth KirnIrene E. Mar�nAnne McIntyreDavid M. MyersDavid NygaardCaptain James E. RichardsJeanyse R. SnowWilliam T. C. StevensShawn M. TeevinJohn Tennant

Execu�ve Commi�eeMichael Haglund, ChairDon Vollum, Vice ChairJack Loacker, SecretaryGary D. Kobes, TreasurerHelena Lankton, Immediate Past ChairWard V. Cook, AdvisorSteve Fick, AdvisorThomas V. Dulcich, In MemoriamH. Roger Qualman, AdvisorKurt Redd, AdvisorDr. Samuel E. Johnson, Execu�ve Director

Trustee EmeritusPeter J. BrixCheri J. FolkWalter Gadsby, Jr., In MemoriamAlan C. GoudyW. Louis Larson, In MemoriamDonald W. Magnusen

Honorary TrusteeMayor Arline LaMear

Advisory TrusteesDavid HillGuy C. StephensonAmbassador Charles J. SwindellsWillis Van DusenBill W. Wya�

The Quarterdeck - Winter 2018

The Quarterdeck is published by theColumbia River Mari�me Museum,1792 Marine DriveAstoria, Oregon 97103503-325-2323

Editor: Bruce JonesEditorial Staff: Julie Flues, Jeff SmithPrinted by: Lithtex in Hillsboro, Oregon


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The Museum’sown pirateHaley Wersthelps childrenmake pirateboats as part ofour Fridays onthe Plazasummerprogram.

Photo byKelly McKenzie

Portland students pain�ng their Miniboat according to their own design. Photo by Nate Sandel

Field Educator Kelly McKenzie teaches a program on oil spills to a Beaverton class as part of the Museum in the Schools program.

Photo by Nate Sandel

Columbia River Mari�me Museum Educa�on Department: Making a difference in young lives every dayThe Museum’s influence con�nues to grow under the leadership of Educa�on Director Nate Sandel, and with the infec�ousenthusiasm of Field Educator Kelly McKenzie. Together, they served over 15,000 students during the 2017-2018 school year!

• Learning Labs (on-site school programs) – 143 labs taught to 4,462 students

• Shipboard Programs (on-site and overnight programs) – 13 schools par�cipated in 2018

• Museum in the Schools – FREE outreach program for grades K-5 – 412 programs taught to 9,739 students

• Miniboat Program – Interna�onal Outreach and Partnership – 72 visits to 12 par�cipa�ng schools in Alaska, Oregon and Japan

• Family Programs – 10 days of on-site programming summer 2018


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EnsignIancy DerrahMegan HemmilaKevin HenkerSteve MangoldRichard Vlach

CrewTamara Ames and Linda WhedonBrandi BednarikBill and Muffy BeelerJacob and Evie BenedictLarry Benson and Tina StotzRobert and Karen BirdseyeJohn and Kellie BirkinbineGlen and Karen BoringJeremy and Jessica Bracke�Harlan and Judy BridenbaughStephan and Marialena BrossardElizabeth BunceMark Bunker, Jr., and Robin CazierAref Burni and Nore BatouliJ. Adam Bu�s and Susan KalisDr. Mignon Cejalvo and Mr. Ed BanagaMickey and Angie CereghinoAlex and Brenda ColeDevin and Gretchen ColeGregory Daigle and Sandra Lamar�nePaul Daigle and Daniela BrodRaymond and Aimee DavidseBenjamin and Andrea DiamondLinda DuganSteve and Elizabeth EricksenTim and Tracy EricksonAndy and Jodi FrostPhil and Pa� GentemannLeslie GilbertGary and Cindy GillamWayne Gorsek and Erica SchnorfStephanie HagelKraig and Ashley HamarJohn and Carla HansonBrandi Harris and Nancy Whi�akerSteve and Cambria HaydonChuck and Shannon HaysTim and Sue HennessyBob and Joanne HershmanBob and Seana HickeyDeryk and Allison HileyProfessor Deckard Hodge and Dr. Carolyn HardyAlan and Sonya JacksonMargaret JeppesenMike and Angela JohnsDavid and Cindy JohnsenBrian and Kelly JohnsonDave and Stephanie JonesChris Kes�ng and Kim Pe�ngerPaul Klitsie and Kathy JankeKevin and Melissa Koehn

Gerald and Alanna LangloisAlex Lazano and Amber HullBrian and Kristen LemanElisabeth Ringvard LindstroemMichael J. Lindstrom and April SweeneyErik and Tina MakiLiisa MakiRalph and Be�y Mar�nDinesh Mathew and Evelyn Shoop MathewMel and Stacy MatsudaTarah McGregor and Shannon McGregorEd and Liz MeaneySherman and Cris�na MeedsKris�n MeiraRichard and Lindsay MoodyBen and Laura NunezJus�n and Pyper PowellLucas Praul and Alicia NelsonAlex and Kimberly RamosJacob and Judith RedekopAnja Reinberg and Scot DrewTeri Reinsch-Cook and Kaity CookBosco Revelle and Emalee Evans-RevelleBarbara Russell and Rosi Van WinkleJohn and Melanie RyanDavid and Mary SchmidtPete and Lauri SerafinDave and Be�y SmithKen and Laura SmithTomas and Susan SmithRyan and Brooke StanleyLeslie and Roni StarrKatharine Stewart and Patricia SwansonDavid and Jacquelyn StoutGene StrongKevin and Kris�ne SumpGreg and Shannon SwedenborgJudy and Rachel TamigniauxJoyce TegfeldtPete and Ashley TotoonchiePaul and Sally Turche�aLynn Untz and Joanne DiefenbachPhilip and Teri VeazeyKevin and Becky WardJoe and Karen WarrenTJ and Charity WeberChris and Mimi WilliamsPat and Julie WilsonRobert and Colleen WilsonGabe and Mandy WinslowJeffrey and Theresa WoodNathan and Beth WoodMichael and Caryl WrayWilliam WurtzJack and Arlene Young

HelmsmanRobert and Gayle BrindleyMathew and LaDessa Christensen

Brian Cross and Tara HansenChris�an and Jeanne DahlJason and Betsy EricksonJames and Shirley FenstermakerRobert and Carolyn GelpkeSharon GuthridgeNolan and Debra JonesEric and Amanda KitchenRichard and Nancy MagathanFrank Nau, Sr., and Susan NauRoger and Nancy NelsonBen and Carrie PalenskeSteve and Teresa PetersenWesley and Emerson PetersenMa� Porche and Dorothea PeavyTimothy and Cheryl PutnamSusan RitchieMar� Rookala and Kelly S�lesDavid and Lisa SmithMike and Beth SmithCheryl Sopko and Tricia SopkoCheryl Sopko and Tricia SopkoMa�hew Stevenson, MD, and MorningstarStevensonJack and Cathy StrobelBob and Keli ThompsonKenneth UlappaAllyn Washington and Margaret SchroederSyd and Carol WilsonBob and April Wood

BoatswainKrystal Cochran and Wendy BoothTodd DavisTodd and Kathleen FarmerKaren LovejoyMark and Lisa Presco�Paul and Donna RuscherApril Smith

PilotThomas and Sheila Winslow

NavigatorRobert Dorn and Kary Beckner

Business MemberHyak Tongue Point LLCWacom Technology Corp.

Business PartnerColumbia River Pilots

CRMM: New Members 5/1/18 - 9/12/18


19

John William “Billy” Bader, Jr.Billy LairdBenne� and Elyse Shoop

Edward S. BeallMary and Earl Rogness

Jack BecvarKathy Johnson

Jane BorgJoel and Mimi FeuerbergLori Lepore

Rusty DonaldsonSteve and Kathy Johnson

Thomas V. DulcichDonna Mary DulcichWard and Lois CookAlan C. GoudyKen and Dean KirnBart OjaJerry Ostermiller and Lynne Johnson

Walter Gadsby, Jr.Ward and Lois CookAlan C. GoudyKen and Dean Kirn

Willard IvanoffThe Cameron FamilyBart OjaGordon and Carol Wolfgram

Esther K. JerrellCaptain Fred B. Jerrell

Dennis Arne LarsonBill Paschall and Vicki Steele

W. Louis LarsonWard and Lois CookAlan C. GoudyKen and Dean Kirn

Melvin MakiErik and Tina MakiHarold and Judy BergerArnold and Erica Cur�sDolores DevlinTrevor HerbEric Moore James A. OchalJulie RohrerAngelina Schwenke:“In loving memory of Melvin Maki fromKa�e, Alina, Erin & Heidi”Tracy Steward and Family

Kenneth F. ThompsonDorothy Ward & Family

Rear Admiral Edward Nelson, Jr.Jerry Ostermiller and Lynne JohnsonGordon and Carol Wolfgram

Byron PinkneyDiane Pinkney

George SiversonMar�n NygaardBart OjaGordon and Carol Wolfgram

USS Knapp DD-653Billy D. Brown, MM3Richard Louis Munley, ME3Howard Lee Wiseman, MM3

Memorials 9/7/17 - 4/30/18

On the Back Cover: Underwater Robo�cs Labstudents prepare to test the RemotelyOperated Vehicle they built. Photo by Don Frank

Angelic Zephyr: The cargo shipfaces the sunrise and Tongue Point.Photo by Ma�hew R. Palmgren


COLUMBIA RIVER MARITIME MUSEUM1792 MARINE DRIVEASTORIA, OREGON 97103

ADDRESS SERVICE REQUESTED

Nonprofit Organiza�onUS POSTAGE PAID

Astoria, OregonPermit No. 340


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