The Yamhill River lock and dam was completed in 1900. Built near Lafayette, Oregon, to allow for better river transport on the Yamhill River from Dayton, to McMinnville, Oregon. While the Corps of Engineers have recommended opposing key development, it remains to be built, largely as a result of political efforts by project proponents. For nearly forty years before the key development there has been an effort made to build locks and dams on the Yamhill River.
The key is a single 210 foot (64 m) long and 40 foot wide (12 m) lift room, located on the west side of the river. The dam extends from the eastern edge of the river to the east key wall, and when the lock gate is closed, it acts to support the Yamhill River and raises the level of water sufficiently to allow the steam navigator to fly to McMinnville during the summer dry season. During the winter, locks and dams are more of a barrier than navigation aid, as they are often covered by fresh winds and floods, sometimes as high as or over twenty meters above the key wall.
The key stops being used significantly soon after it is built. There was an increase in river use during the 1930s and 1940s for the transport of logs. The key continued to operate until the 1950s when the US government concluded that a small amount of traffic on the river no longer justified their costs.
Locks and dams are then handed over to Yamhill County. The district has no funds to maintain or return the key, and the dam, which has been seen as a barrier to salmon spawning, was eventually destroyed using explosives. But the key wall remains to this day. The key guard house, built at the same time, and now in private hands, also remains. A county park is close from where the key structure can be seen. Some other remnants of work, such as stacking, are also seen in low water.
Though not particularly remarkable as an engineering project, the lock is one of only three key projects and dams that began in Oregon and indeed in all Pacific Coast countries by the United States government during the 19th century.
Keys and dams are also representatives of local pressures for national government funding for local works. Most of the projects are still visible today, and it has been said to be "one of the last remaining residuals in the Upper Willamette Valley at a time when river navigation plays an important role in transporting goods and passengers."
The key is sometimes referred to as the Lafayette Key. The Lafayette Locks Park, run by Yamhill County, Oregon now occupies key sites and old dams.
Video Yamhill River lock and dam
Lokasi Edit
The key (and) is located about a mile downstream from the town of Lafayette and about five miles upstream from Yamhill and Willamette Rivers. The fall of Yamhill river between McMinnville and its key is 13 feet (4.0 m). The river in its home country has a stream of rapids flowing from Lafayette, which was originally called Yamhill Falls, downstream to the key site, where the river fell nine feet.
The source from the Yamhill River is the Oregon Range of Coast. The river flows eastward about 45 miles (72 km), to the point about 40 miles (64 km) upstream from Portland, Oregon, where he joins the Willamette River. Lightweight steam boats routinely ran to Dayton, about five miles above the mouth of the river. The town of Lafayette is about 8 miles (13 km) from the mouth of the river.
In Lafayette there is an expanse of rapids where the river falls 8.8 feet (2.7 m) within 1 mile (1.6 km). From the foot of the rapids to the mouth of the river, the fall is only 1 foot (0.30 m). The high water on the Yamhill River, or a 10-foot (3.0 m) rise on the Willamette River will drown the rapids.
From Lafayette the river flows about 9 miles (14 km) to McMinnville, Yamhill County's seat, a prosperous agricultural area. The stretch of the river is from 40 to 100 feet (12 to 30 m) wide, and is blocked by obstacles and overhanging trees. The snags are very bad for a stretch of walk from McMinnville 3 miles (4.8 km) down the river. If obstacles and overhanging trees are removed, steamers carrying 2.5 to 3.0 feet (0.76 to 0.91 m) of water may proceed to McMinnville. However, seasons in which ships can pass the rapids are limited to about five months of the year.
In December of 1892 there was no preparation at all to use the river to deliver products with water. There is no road to the river, and there is no warehouse by the river. There seems to be little interest in the recent opening of the river. One ship regularly throughout the year between Portland and Dayton, and makes a good business. These steamers could extend the route to McMinnville if there is enough business on the river to make it worthwhile.
In 1892, a railroad trail crossed the Yamhill river in McMinnville and in LaFayette, which is only 5 miles (8 km) apart by the train. Lafayette and Dayton are just 2 miles (3.2 km) by land, and all countries are flat.
In 1910, the Yamhill river was described as "shallow and deep water flow in the summer, a torrent raging in the Winter." In 1874, Yamhill was examined by the US military's engineering department, who discovered that the river would vary from shallow pool chains in the summer to "rivers with great strength and power" that the water line along the ledges shows an increase. , sometimes, over 60 feet (18 m) during the winter and spring floods.
Maps Yamhill River lock and dam
Edit
Before the construction of keys, small steamers could run into McMinnville. The very early steamers Enterprise (115Ã, ft.) And Hoosier (50Ã, ft. 5 tons) operate the river from the spot, known later as Martin Landing, which then chosen to build the dam. Steamship Elk , 60 short tons (54 Â °), owned by Christopher E. Switzer, also ran at Yamhill in the late 1850s but after one season proved too big for that route.
In 1867, the People's Transportation Company advertised a delivery service to McMinnville at a rate of $ 7.00 per ton. In 1871, the Willamette Transportation Company advertised a steamer service to McMinnville at a rate of $ 3.00 per tonne from Portland.
In March 1895, the Toledo (128Ã, 226 ton) vessel made a regular trip to McMinnville. However, Toledo seems to have become the first steamship to reach McMinnville in 14 years. In November 1896, the Gypsy Steamship (101Ã, ft., 213 tons) was temporarily placed on the Portland-McMinnville route.
Initial key proposal Edit
Starting before even Oregon became state, there were five local attempts to build a lock or lock on the Yamhill river. In 1858, Argus Oregon urged Yamhill County to build a key in the mouth of the Yamhill River to allow year-round navigation on the river. The Democratic Democratic Party , then the partisan newspaper, blamed the failure to build a key on the domination of the Republican politics in Yamhill County.
On January 17, 1859, before Oregon was officially accepted in the state, Christopher E. Switzer, the owner of the Elk Steamship filed an action with the territorial government to incorporate Yamhill Water-Lock and Dam Company, which, with capital shares at a stated value of $ 50,000, it is proposed to construct a key in the mouth of the Yamhill enough to accommodate a short 60 tonne (54 t) vessel in size, which is the same tonnage as Elk
On December 27, 1869, Yamhill Locks and Transportation Company was established. The company's capital expressed $ 75,000. With its main office in McMinnville, the company's purpose, as stated in its merger articles, is to build a key in Yamhill's mouth and in the rapids of Lafayette. The dam was built in Yamhill's mouth, but it was washed away by floods in November 1871.
Other concerns were incorporated for key constructions, including Yamhill Lock and the Transportation Company, formed by a group of Lafayette entrepreneurs on February 17, 1872. In October 1874, the articles of incorporation were filed by five people for the Yamhill River Repair Company, which, with a $ 50,000 capital stock divided by into a $ 50 share each, has the goal of improving navigation on the Yamhill River, with locks, dams, flumes, cuts and dredging, and also to run steamers and build warehouses and docks. In October 1876, Yamhill Locks and Manufacturing Company was founded. None of these companies were able to build, or seem to even begin to build, a key in the river.
Legislative Actions Edit
Country law Edit
The state legislature of Oregon passed a law in 1876 that created a "franchise" to provide key construction on the Yamhill River in Lafayette. Under the terms of the franchise, the state is entitled to purchase repairs at any time.
Federal law Edit
The provision of the River and Port Laws, passed on 13 July 1892, required the Engineer Corps to prepare a preliminary examination of the possibility of developing slackwater navigation from the mouth of the Yamhill River to McMinnville, by building locks and dams in Lafayette. The same river and harbor acts allow $ 3,000 to be spent removing obstacles, overhanging trees and other obstructions on the Yamhill River between Lafayette and McMinnville. With this money, this barrier was removed in October and November 1892.
In early December 1892, Major Thomas H. Handbury (1841-1915) of the Corps of Engineers went along the route on the boat and found him in "excellent boating" condition, with a river about 12 feet (3.7 m) above the water level The low one. At this water level, Handbury reports "the waterfalls and rapids in Lafayette are completely obliterated."
Given the considerable situation of road, rail and river transportation, Major Handbury, who prepared the 1892 report, concluded that the key constructions and dams in Lafayette were less important for the federal government to finance and build. Handbury's boss in the command chain at the War Department agreed with him, and gave their recommendations to the project to Congress.
On May 13, 1896, the River and Port Bill were passed in the US Senate. He spent $ 200,000 on navigational improvements to the Willamette River and key building on the Yamhill River. However, only $ 40,000 is actually tailored to the law. Congressman Thomas H. Tongue was involved in securing financing for the project.
The War Department has decided not to build locks on Yamhill. However, US Representative Binger Hermann is a strong supporter of the project, claiming that the increase in navigation at Yamhill will finance the entire project within a year of its completion. Other political pressures are applied to the construction of keys and dams. The key project is also favored by Harvey W. Scott, editor of the state's largest newspaper, Morning Oregonian.
On November 12, 1897, the Daily Capital Journal of Salem, Oregon reported having received a telegram from US Senator George W. McBride that the key would be built as designed by the engineering department and that an allocation would be required to be issued by the action Congress. Also in November 1897, Brigadier General John M. Wilson informed through Yamhill County's commissary that Congress had allocated $ 160,000 in addition to the previous $ 40,000, thus providing enough money to build locks and dams.
Construction Edit
Bid requested Edit
On January 3, 1898, Captain W.L. Fisk, US Engineers posted a notice requesting a sealed proposal for dam construction and other work on the Yamhill River. The proposal will be received at the office of the US Engineer in Portland, Oregon until noon, February 10, 1898. On February 11, 1898 there were six bids, the lowest, $ 59,918 was from the partnership of Astoria Simon Normile, John Anton Fastabend (c1860-1942), and William F. McGregor. The contract was awarded to the Normle and signed on March 11, 1898.
The contract required the project to be completed by December 31, 1898. The premises for the project had not yet been purchased by the government, and the contract stated that there was no work to be done until the government informed the acquisition contractor, after which construction would begin within 10 days. Certain parts of the project, including residences, wooden fences, roads and lock fences, must be completed within 60 days after the contractor receives notice.
The Normile Company is expected to start work about two weeks after receiving the award. Most of the construction will be concrete, mixed from rocks taken from within 2 miles (3.2 km) of the project. Construction materials consisting of 500,000 feet of wooden boards and about 60,000 pounds (27,000 kg) of iron will be shipped from Astoria. Columbia Iron Works, apparently a subcontractor, received a contract for iron work for the project.
Construction starts Edit
On April 8, 1898, the government purchased land for the project from its owner, O.N. and Gertrude J. Denny, for $ 275. On June 14, 1898, the contractor was given notice to proceed. Some work at the guard house had started, on May 12, 1898. The location was originally known as Martin Landing.
Other work has already begun, including material assembly and labor work.
At night, April 20, 1898, the contractors arrived in Lafayette and began arrangements to begin work. The labor force will soon start building a boarding house and scow. The project site is covered with heavy tree growth, and needs to be cleaned. After this, stones and wood will be delivered to the workplace. This initial job is expected to take two to three weeks.
The outbreak of war with Spain, on 21 April 1898, raised the price of labor and material.
The deadline for completion was renewed twice, first through November 1, 1899, and secondly, due to what the Engineer Corps described as a "contractor failure to complete the job", until October 1, 1900.
On June 20, 1898, fifty people and teams worked, and the contractor hoped the project would be completed before the water was high in the fall. On July 21, 1898 only twenty people worked, with a hundred people hired as soon as the preparatory work was done. At this time the contractor hopes, rather than expecting, to finish it with a down rain.
On Tuesday, August 9, 1898, concrete contractor, John Crawford, said that work would be pushed on and that a 40-horsepower boiler and steam engine were in place to operate concrete mixers and other equipment. Two work gangs will be placed on the project, one per day and one per night. Part of the plan is to install a light power plant if one can be found at a reasonable cost. Crawford said it would take about 60 days to complete the work.
On November 18, 1898, work on the concrete wall on land was over, and work on the outer wall had begun. The work moved as quickly as possible until it was completed before the severe winter weather arrived. However, the work on the lock was suspended on November 30, 1898 because of the high water in the river.
On Tuesday, October 3, 1899, the gates in the locks were installed and properly adjusted, the valves in place, and the siter sills (under the lock gate) were installed and the finishing touches placed on the lock. Pilings has been driven on the shoreline from a permanent dam, as well as for revetment to protect the riverside from erosion above and below the dam. The river is channeled through the key so that work on the permanent dam can be completed.
On October 6, 1899, it was reported that the cofferdam at the site had been washed for a second time, possibly delaying the completion of the project.
Steamers are running on the river during construction. On November 13, 1899, the Gypsy steamers passed the lock during the day, then, returning after dark, at 6:13 pm, banging on the dome and dam beside, damaging the work.
The key completion was intended for 1899, but five mines on the Yamhill River prevented this. The Yamhill River stays taller than usual, and when it rains comes, cofferdam is wiped out, so work must be postponed until water is lower and better weather arrives in 1900.
LITigation Edit
In February 1900, the contractors, McGregor & amp; Normile, has sued the citizens of Portland, George Taylor, for breach of contract in supplying cement, claiming damages of $ 1,537.50. The allegations of a complaint are that in March 1898, Taylor was contracted with McGregor & amp; Normail to send about 7400 barrels of Jossen cement for use on key projects and dams at a price of $ 2.50 per barrel. Semen Jossen is a kind of Portland cement manufactured in Belgium.
McGregor & amp; Normile claims Taylor has sent 2,000 barrels, and promised them that more barrels are on the way from Europe to the sailing steamer at sea Athens City . However, although 6,000 barrels were delivered to Taylon in Athens City, Taylor only sent 1,540 barrels to McGregor & amp; Normile, and sell the rest of the barrel to the other party. As a result, McGregor & amp; Nichols had to buy 2,460 barrels of cement at a price increase of $ 3.12.5 per barrel.
They are trying to recover the difference, 75 cents a barrel, from Taylor. The case was tried by a jury in Multnomah County before Judge McBride. The verdict is expected to be reached on 21 February 1900. At 17.30 on 21 February 1900, the jury returned the verdict to the plaintiff, McGregor & amp; Normile, and compensation $ 912.50.
Done Edit
On July 1, 1900, the wall of locks, gates, valves, and other equipment was complete; the wooden embankment and the bank's gradations on the western side of the river were three quarters completed, and the main pile of dams (currently under construction) was a complete third. Work has not started in the main dam section, and bank embankment, embankment, and protection on the east side.
On August 1, 1900, cofferdams were completed above and below the main dam section, and the flow of the entire river was channeled through the key chamber. After the work began on a soapstone foundation for the dam. The entire dam was completed on September 1, 1900.
On September 15, 1900, the lock room was closed, and the river started back behind the dam. Four days later, on September 19, the water began to spill over the dam.
Unlock Edit
On September 21, 1900, the keys functioned perfectly, filling six and a half minutes and emptying in three and a half. The total construction cost is $ 72,164,83. That day was the Captain. Wm C. Langfitt checks and unofficially unlocks the operation.
At 1:00, the government steam launch, with Captain Langfitt behind the wheel, entered the key, with assistant engineer David B. Ogden, Mrs. Ogden, and a reporter from the Oregonian ship. Ten minutes later, the launch has been upgraded to the top of the river and set off for McMinnville, which is due to a winding river route, 10 miles (16 km), two times farther from land. The launch reached McMinnville a few minutes before the train headed for Portland. After exchanging greetings with prominent McMinnville citizens who had come to witness the arrival of the launch, Captain Langfitt and the reporter boarded the train back to Portland.
Assistant Engineer D.B. Ogden went back downstream to the padlock, to prepare it for the official delivery to the government of the contractors, which would occur on October 1, 1900. All work during the fiscal year 1901 was overseen by Ogden engineers.
All work under the contract was deemed completed on 22 September 1900, and the government officially accepted the works, which were officially opened for navigation two days later, on 24 September. The Morning Oregonian praised the completion of the work, saying that "from the current ship going forward 'will run all year between Portland and McMinnville', with plenty of water to ensure fast and safe delivery of goods."
Dimensions after completion Edit
The overall length of the lock is 275 feet (84 m), and the gate between the gates is 210 feet (64 m). The key has a width of 40 feet (12 m). There is a 4 foot (1.2 m) water depth on top of the key frame, so any boat that can pass through Willamette Falls Locks can also transit a new key at Yamhill.
The ground walls are 12 feet (3.7 m) thick on the base, and 8 feet thick (2.4 m) on the top. River wall 12 feet high (3.7 m) from top to bottom. The bottom lock gate is 25 to 25 feet (7.6 times 7.6 m), and each weighs 15 tons short (14 t). The upper gate is measured 9 times 25 feet (2.7 x 7.6 m), and weighs 9 tons short (8.2 t) respectively.
There is no valve at the top gate. The key chamber is filled by a culvert in a key wall measuring 3 x 6 feet (0.91 x 1.83 m). The culverts are opened and closed by a vertical butterfly valve. The lower gages have a horizontal butterfly valve 2 to 4 feet (0.61 x 1.22 m) in size used to clear the key chamber.
Floor locks and locking walls are located on a four-foot-long concrete foundation, with a locking wall rising 26 feet (7.9 m) above it. The key floor is also as thick as 4 feet (1.2 m). The sub foundation consists of wooden burnt placed on 700 round stacks, driven 30 to 50 feet (9.1-15.2 m) meters. 8,000 cubic meters of concrete is used for locks and foundations. The key has a lift of 16 feet (4.9 m).
The dam seized the Yamhill River is 125 feet (38 m) in length and 30 feet (9.1 m) wide at its base. The dam rises with steps, and is built from 100,000 wooden boards and 1400 cubic meters of stone.
The key guard office is on the western side of the river on a hill above the high river water mark. The highest water level recorded on the Yamhill River in the three years prior to completion of the lock is 34.5 feet (10.5 m), which will rise 13.5 feet (4.1 m) above the key wall. The key guard house is on the east side of the river, also located above the high water mark. A foldable iron bridge allows for key crossings on every regular water surface in the river.
Post-completion flood mitigation Edit
There were ten berets on the Yamhill river from November 1900 to April 1901. The river banks beside the locks and dams were less stable than planned, and the river condition was much worse than anticipated. After the December freshet, the long section of the torn section that is protected along the 12 meters falls into the river, and the dam is threatened to be damaged by scouring. This was opposed by depositing 150 square meters (130 m 2 ) from the rocks in front of the dam and at the foot of the slope.
The third freshet in December 1900 locked the key wall by 10 feet (3,0 m) and explored a channel that was about 25 feet (7.6 m) wide and 9 feet (2.7 m) wide along the western key wall sides. This section has been finished late in the season to be protected with grass.
From 12 to 19 January 1901, the highest increase in the Yamhill River since 1894 occurred, with water fully 25 feet (7.6 m) above the key wall. Had the water come solely at Yamhill, there would have been a "scourge" that accompanied the rise and fall of the river, but as the Willamette River flooded, the current in Yamhill slowed.
The additional damage was caused by a fresh breeze in February that brought 11 feet (3.4 m) of water above the key fall, and other refreshes in March and April covering the lock wall, but not as high as in February.
During the low water season of 1901, the Corps of Engineers proposed to spend $ 26,160 to extend the concrete wing wall in the key head, repair the slope, replace and extend the riprap protection, and increase the filling of stones at the base of the dam. In early July 1901, the Corps of Engineers, with D.B. Ogden in charge, has 50 people working on italics and laying rocks on the ledges above the keys to protect them from erosion during the floods, as recently happened. The work was completed in November 1901.
Approximately 50,000 square feet (4,600m 2 ) of the slopes have been paved and torn with stones, and the dam has been extended 25 feet (7.6 m) further east back to the river. The slope above the rip-rap has been reduced and seeded with grass. This is considered sufficient to withstand future floods. The construction work takes place while the ships are transiting the keys. On December 6, 1901, work on keys reportedly finally completed and is ready to withstand winter weather.
Operation from 1900 to 1902 Edit
On September 24, 1900, the Bonita Steamship (later renamed Metlako), became the first steamship to transit a key. From official opening to navigation on 24 September 1900 until the end of the fiscal year, on 30 June 1901, the locks were operated for 202 days and closed, due to high water, for 78 days. There are 225 locks. Total operating time is 67 hours and 32 minutes. The total ton of registered transit keys is 38,967. Total transportation carried out is 1,742 tons. The total number of passengers carried was 2,010.
In November 1901, steamers reportedly run regularly between Portland and McMinnville, running upstream one day and descending the next day, loaded into capacity with grain. One runaway steamer, in November 1901, was Altona , who then ran three times a week from Portland to McMinnville.
On January 6, 1902, the Oregon City Transportation Company, also known as the "Yellow Stack Line" advertises regular service, on Altona steamers from Portland to McMinnville. Altona is scheduled to depart from Portland to McMinnville at 7:00 am every Monday, Wednesday, and Friday, from the company dock at the foot of Taylor Street in Portland.
On January 8, 1902, the water on the Yamhill River has risen too high to allow navigation. The sternwheel steam Altona who had just started running from Portland to McMinnville after a three-week hiatus was forced to continue no farther than Dayton on the Yamhill River.
Suspension of previous service by Altona is due to lack of business. Without steam service, Dayton and McMinnville traders began to consider building their own steamship. Captain Graham, from Oregon City Transportation Company, owner of Altona , negotiates with merchants and explains his position. The merchants agreed that they would provide enough business and Captain Graham agreed to keep Altona on McMinnville's journey.
During fiscal year 1902, there were 246 locks that transported 48,240 registered tonnage vessels, carrying 3,455 tonnes of cargo, including 571 tons of sand and gravel shipped to fix locks. However, railroads lowered their rates to compete, and retained most of the shipping business.
However, in 1902, despite the merchant's agreement to lower the steamers, the Oregon City Transportation Company pulled their steamers permanently out of service over Dayton. This is said by the company because of the difficulty in predicting when a padlock will open during winter makes it impossible to build a business. Although efforts were made later to establish steamship services to McMinnville, the withdrawal by the Oregon City Transportation Company marked the end of regular commercial steamboat usage of the key, though it was to help establish the service that a key had been built and completed just two years earlier.
Newspapers criticize the project as a waste of money Edit
By the end of May 1903, the government had several men and teams working locked, assessed, sowed grass seeds and made other improvements. At the moment, the lack of key usage has become clear. Noting this, the editor of Hillsboro Independent added a comment: "But you want the key, right?" In June 1903, Hillsboro Independent reported a key lockout conversation in Lafayette because there was not enough river traffic.
Once again, Hillsboro Independent cynically commented: "The increase does not seem to revolutionize the freight of Yamhill county." In the same month, another newspaper, Dally Journal , from Salem, criticized the decision to build the key and appeared to be useless.
In June 1903, a wooden ash raft about 900 feet long transit of Yamhill keys to a sawmill in the New Era. However, according to the steamboat man, perhaps only one ship passed the key to that point in 1903. Commenting, Oregon City Courier , said that the key was "useless for navigation, and there is practically no navigation from the Yamhill river above Dayton, $ 93,000 spent by Uncle Sam - to keep the republican voice in line as it seems - worse than the wasted. liked to the crooked Yamhill. "
In October, 1910, the Morning Oregonian, who had been a supporter of the project, criticized locks and dams for not bringing easy navigation to the Yamhill river.
Contractor trying to recover cost over Edit
In 1905, a bill was introduced in Congress by Senator Charles W. Fulton, to pay general contractor (Simon Normile, John F. Fastabend, and William F. McGregor) $ 30,000, reportedly for "the losses suffered by government delays in securing titles to the site for Yamhill keys. "On January 5, 1905 the senate referred the matter to the Court of Charges. Claims involve more than delays, because the main problem is whether the United States should pay, under contract terms, for additional work related to the construction of temporary diversions working through the key chamber while adjacent dams are under construction. The contractor wins at the Claims Court, but the government appeals to the United States Supreme Court.
The Supreme Court, in the opinion of Justice Oliver Wendell Holmes, Jr., reversed the claims court, ruled for the government, and found that additional fees and fees were imposed on contractors, as the government only directed the general results of what the contract had to accomplish and submitted the details to the contractor on how to do the job.
Design breakdown Edit
After 1902, an official report from the Corps of Engineers consistently emphasized that there are no commercial steamers that regularly use locks. The key was "practically abandoned" by sternwheelers after 1902. From 1902 to 1914, the keys were mostly used by passengers in launch and by boats crashing into rafts.
Serious deformities with locks and dams are that the locks must be closed on high water, because the river just flows over the lock wall, making the key space unusable. On the Willamette River, tall water, usually coming in autumn and spring, is traditionally the best time for steamers, with late summer and early autumn fall, with water levels falling. At Yamhill above Lafayette, the dam creates the opposite situation.
The original design of the key assumes that steamers can only float above the dam when the water level rises to 5 feet above the dam. In practice this proved impossible because until the water rises up to 12 feet (3.7 m) above the dam, the gap between the upper and lower pools is too large to allow safe passage of steamers.
In 1903, several proposals were made to address this issue, but were rejected for being impractical, too expensive, or both.
Operation later Edit
1903 to 1910 Edit
On December 31, 1902, heavy rains caused the Yamhill River to rise very quickly, and by that time the water was 1.5 meters above the key wall. At the end of January 1903, the Willamette River flooded, propping water to a lock, where water measured 42 feet (13 m) above zero on a gauge. On January 26, 1903, the Yamhill River poured 21 feet (6.4 m) deep above the key wall, and reportedly still rising. The key was closed for navigation by high water on November 20, 1904. The highest water recorded in fiscal year 1905 was on December 31, 1904, when the river rose 11.1 feet (3.4 m) above the key wall. No damage but sustained by locks, dams, or adjacent slopes.
From November 20, 1904 to April 2, 1905, the keys were closed for 46 days of traffic and open 86 days. From April 2, 1904 to June 30, 1905, the lock was opened continuously. Total expenses for maintenance, labor, materials, office costs and so on for fiscal year 1905 are $ 1,274.13. The number of lockages is 123, of which 30 are for towboats and the other is for wood barges, wooden rafts, fishing boats, and launches. Total operating time during FY 1905 is 74 hours and 12 minutes.
In three months in FY 1905 (July 1904, September 1904, and May 1905), there were only two keys in each month even though the locks were opened all month long. The total shipment of goods locking the locks on FY 1905 is 4,109 tons. The total passenger is 44. Except for 17 tons of sand, almost all transport is logs or cord wood for pulp. In November 1906, the keys were again reportedly closed due to freshet. More water flowed on its key wall.
On August 31, 1908, the Leona Steamship was placed on a three-week run from Portland to McMinnville. This is the first time in five years that steamers have operated over locks. Reportedly, a good cargo was taken on an early journey. A few days earlier, Leona had been brought to McMinnville under Captain Turper. This scouting trip is very difficult because of the obstacles and driftwood in the river. The government towing vessel is expected to immediately remove this obstacle.
In mid-September 1908, the water behind the dam was drained to allow fish ladders to be built around it, and as a result, the river "barely floats the board". As a result, Leona was forced to stop operations to McMinnville.
By the end of 1908 fish ladders had been installed in the dam.
During the fiscal year 1909, the lock operated 155 times. Lock closed 74 days, from 23 September 1908, until 24 March 1909, due to high water. Key operating costs during FY 1909 were $ 1,188.66.
1911 to 1920 During fiscal year 1913, locks operated 91 times and closed 65 days due to high water. The cost of maintaining the key on FY 1913 was $ 1,300,28.
In 1914, regular scheduled steamship services were being conducted on the Yamhill River by the Oregon City Transportation Company, but only as far as Dayton. During the calendar years 1913 to 1915, tonnes of the following short items were transferred by key: 1913, 432 tons, estimated total value of $ 1,728; 1914, 1,314Ã,¼ ton, total value $ 5,777; 1915, 639 tons, total value $ 20,627.
In April 1914, it was reported that the key would be used again by sternwheeler, to move paving material from Portland to McMinnville for the Montague-O'Reilly Company, which had been awarded a paving contract at McMinnville. Measurements were made of three bridges that crossed Yamhill and it was found that there was enough permission under them to allow the sternwheel to pass.
In a 1916 report, the Corps of Engineers wrote "no ordinary boat traffic through keys." On December 5, 1916, a water ride on the Yamhill River covered the key, blocking navigation to McMinnville. The Woodland vessel returned to Portland on December 5, 1916, having failed to continue beyond Dayton. The Pomona vessel is scheduled to depart on December 6, 1916 from Portland to Dayton, but there is no upstream in Yamhill.
In February 1917, Carl M. Johnson, a friend of the government dragged ship Mathloma , was appointed a key master.
New lock gate installed in summer 1919. No previous gate replacement since lock unlocked. The replacement work began on July 11, 1919. A new gate was built in Oregon City. The original gate has been built from Douglas fir. On August 10, 1919, the work was completed at the replacement gate.
In July 1924, the Greyhound Transportation Company proposed placing small vessels on the Yamhill river which, if justified by the business, would use a key to serve on the stretch to McMinnville. The steamship is only about 65 feet (20 m) long, too small to be legally required to have more than two crew members. With no more than two people in it, it could save the cost of additional crew and more likely to make a profit.
1921 to 1930 Edit
On July 5, 1925, it had been a year since the boat passed the key. The gate must be opened once a week so that the machine can be reported in good condition. There is not much a lockman can do except mow the lawn and water the plants in the small garden that the government has placed in the lock.
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Spike in log transport Edit
In the 1930s a series of forest fires, known as Tillamook Burn greatly increased the amount of salvaged timber delivered to the Yamhill River by key. An important railway alley is also on fire, which leaves the river as the best remaining transport. In 1939 the amount of wood transported on the Yamhill river was more than two hundred times greater than in 1931.
The keys were closed from May 25 to June 20, 1935, while new lock gates were installed and repairs were made to the tire sills.
In 1941, 99,000 tons of logs, with a small assistant tug, were moved through a key. In 1943, 101,981 tons of logs were brought through the keys, the highest volume ever, falling to 79,895 tons in 1946. In March 1947, a major concern was logging the Pope and Talbot, buying upstream properties of the key, and organizing the logs throw away. Trucks carry round logs to the river gathered behind the dam, and throw them into the water. The tugboat pops up through the lock and pulls the log downstream. This continued until the early 1950s, when the dump of garbage was destroyed by fire and rebuilt in Dayton, downstream of the lock.
On September 8, 1949, the water behind locks and dams was scheduled to be lowered to 2.5 feet (0.76 m) to allow repairs to be carried out on dams and fish ladders.
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Operation terminated Edit
From FY 1944 to FY 1953, the tonnage passing through the key decreased from 119.006 to 32.986. Most of this tonnage consists of a log raft for one company. In July 1953, the Army Corps of Engineers removed the local key master and decided only to unlock it 24 hours before notice to the key master at Willamette Falls Locks in West Linn, Oregon.
In July 1953, locks and dams needed repairs worth $ 95,000, while operating budgets had been trimmed from $ 10,000 to $ 5,000. There is not enough navigation to justify the cost of repairs, but local farmers use ponds on dams to draw water for irrigation, and cruise ships use waterways.
Corps of Engineers also plans to close the seven-hectare park, which upsets residents in Yamhill district. However the corps feels that it can not maintain the park unless it is connected to the navigation project. For the amount of tokens, Corps Engineers are willing to rent keys, dams and parking. Yamhill Regional Government has no money even to defend the park, and efforts are being made to make the country accept the state park system.
In 1954, key operations stopped permanently when the government received word from the logging operators that they would no longer use the key. All commercial ship service via key has stopped years before. Once the lock is closed, the large wood floating in the river hovers over the key, pressing the lock machine, effectively putting the key permanently off the operation.
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Transfer to Yamhill County Edit
In 1956, under legislation sponsored by US Representative A. Walter Norblad, Congress allowed the transfer of keys and dams to Yamhill County. The bill, which allows the transfer of 28 federal keys and dams that are no longer working, has been requested by the Engineer Corps. President Dwight D. Eisenhower signed the bill in early August 1956. The bill authorizes the Corps to transfer the property to other countries, regions, or groups.
Park state inspector, C.H. Armstrong, said that the park will go to the area. Yamhill County Commissioner Charles R. Newman said the county was only interested in an eight-hectare park, not the key, and had set up a parking commission to run it. Newman said that the livestock owners have expressed interest in the dam for irrigation purposes.
The last ship carrying the keys were five cruise ships that appeared on the Willamette River and Yamhill specifically to use the lock on the day of closing.
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post-closure disposition Edit
Corps Engineers have maintained property in addition to locks and dams as a park for several years. The County has been looking for the property for several years, and the river there has become a popular spot for swimming.
The transfer was finally made on January 19, 1959, with a deed to Yamhill County, which included a park area as well. Transfer details have been done by the General Services Administration.
In June 1960, the Oregon State Fish Commission ordered that demand be made on Yamhill Count to build fish ladders in the dam, or remove the dam completely. At the moment, the key gate has broken, but the dam still holds water for about 20 farmers. After three years of negotiations and disputes over whether the dam should be preserved for irrigation purposes, or destroyed to facilitate the spawning of salmon, on September 18, 1963, on the orders of the state fish commission, the dam was destroyed by the use of explosives.
Placed in the National Historic Places List Edit
On June 21, 1991, keys and dams were placed on the National Register of Historic Places. At that time, many of the original structures remained. Most prominent lock wall remains in place. About halfway on the east side of the water wall, flowing over a pile of rocks, fell about 6 feet (1.8 m), which marks where the dam once stood. At low water buildup and remnants of wooden revetment seen. The key gate parts are still lying on the floor lock just above the lower lock threshold. The original concrete path along the top of the eastern slope still exists, and offers a good view of the key. The key guard house, on the east side of the river, still existed in 1991, but was not included in the proposal for registration, therefore in private ownership and the property owner did not want to be included.
A county park and picnic area have been set up in the field and used in 1991. This does not detract from the historical location as a whole,
Archive resource Edit
Source of the article : Wikipedia
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