Improvement of Mouth of the Columbia River

Total Page:16

File Type:pdf, Size:1020Kb

Improvement of Mouth of the Columbia River Improvement of Mouth of the Columbia River By Unknown This June 30, 1896, map depicts the south jetty of the Columbia River shortly after it was completed by federal engineers in 1895. The U.S. Army Corps of Engineers built the jetty to concentrate the flow of water from the river into the ocean, thereby creating a deeper, more stable channel through which ships could navigate. The map depicts the jetty's underwater composition and its location, which extends from Point Adams across Clatsop Spit and into the Pacific Ocean. Four "rock groins" short segments of the jetty perpendicular to the main line, are illustrated on the jetty's north side. Their purpose was to prevent the tide from displacing sand surrounding the jetty. Throughout the early history of shipping in the Pacific Northwest, the mouth of the Columbia River was renowned for being treacherous. Severe weather and constantly-shifting water depths made crossing the Columbia bar a dangerous chore. The problem magnified during the second half of the nineteenth century as ships grew in size and could no longer travel safely through the natural channels of the river's entrance, which ranged in depth from seventeen to twenty-one feet. Recognizing that hazardous conditions along such an important transportation artery were potentially detrimental to trade and commerce, Congress answered pleas from shipping lobbyists and other concerned citizens by authorizing the construction of a jetty in 1884. The U.S. Army Corps of Engineers began construction on the ambition endeavor in April 1885. After ten years of dangerous work, the south jetty grew to be four and one-half miles long and thirty feet high. The depth of the channel increased to thirty feet at low tide, the Army Engineers' goal. The cost of the successful engineering feat was just under $2,025,000-forty-five percent below budget. Further reading: Gibbs, James A. Pacific Graveyard: A Narrative of Shipwrecks Where the Columbia Meets the Pacific Ocean. Portland, Oregon, 1965. "The Columbia River Jetties." Quarterdeck Review 15, 2 (1988): 4-5. Written by Sara Paulson, © Oregon Historical Society, 2007. Oregon History Project https://www.oregonhistoryproject.org/articles/historical-records/improvement-of-mouth-of-the-colum bia-river/.
Recommended publications
  • Resettlement
    Resettlement By Gail Wells Because the Pacific Northwest was a focus of international commerce in the late eighteenth and early nineteenth centuries, people of many different cultures came to or passed through the region. The earliest Europeans to stay for long on the northern Oregon coast were the Scottish, English, French, and American people attached to British and American fur-trading enterprises. The fur companies recruited Hawai‘ians to work as seamen on company ships and as laborers ashore, and an estimated 1,000 indigenous Hawai‘ians traveled to the Pacific Northwest between 1787 and 1898, when the islands were incorporated into the United States. The HBC post at Fort Vancouver employed Hawai‘ians to work in the company’s gardens and water-powered sawmill, the first in the Oregon Country. Umatilla, Cayuse, Walla Walla, and Nez Perce regularly traded with the HBC, and some of the company men married Native wives. Since the 1860s, however, the population of the Oregon Coast and the Pacific Northwest as a whole has been predominantly Euro-American. The HBC had a tremendous impact on the Native peoples on the coast. Archaeologist Scott Byram argues that the Yaquina, an ancestral tribe of the Confederated Tribes of Siletz Indians, was one of the first Native groups in western Oregon to suffer the direct effects of colonialism when, in the spring of 1832, they had a series of violent conflicts with HBC fur trappers. Company accounts justified the violence as retaliation for the murder of two trappers, while Native oral tradition describes the events as the beginning of the decline of the Yaquina.
    [Show full text]
  • Coastal Bars Can Be Dangerous!
    To live to sail another day . Recently a skipper was returning to Newport, handy dumps for trash and sewage, knowing the • Respect all coastal bars. Oregon, in his newly acquired 60-foot (18-meter) offending debris would wash downstream. trawler. With considerable sea experience in smaller How much sediment streams can carry is directly • Be aware of present weather conditions and Coastal bars boats, he had only limited experience in a craft of related to how fast they flow. Where water moves weather forecasts. Forecasts are never perfect, so this size. The sea was rough, the wind strong from fast, a river can carry both small and relatively large think ahead. Change your plans if you do not like the southwest. In a smaller boat, he would never have particles (such as gravel, coarse sand, and mud). As the way the weather is developing. attempted to come in. Instead, perhaps lulled by the water slows, larger particles settle to the bottom. • Know the stage of the tide. Will it be ebbing or can be security of a larger boat, he approached the bar Where a river flows round a bend (as at A in flooding when you intend to go out? What will it be with only a moment's hesitation. figure 1), it speeds up around the outer curve, while doing when you plan to return? As he neared the bar, waves and swell steepened the water along the inner curve slows, dropping • Cross at slack water, if at all possible. dangerous! abruptly, then started to break. A swell lifted the sediment and building shoals.
    [Show full text]
  • Oregon's Spectacular Coast
    Oregon’s Spectacular Coast Oregon Coast – Images by Lee Foster by Lee Foster The 363-mile Oregon coast is one of the world’s spectacular parks because it is all public land, owned by the people of Oregon. Legislative action in 1913 and in 1967 set aside the coastline for “free and uninterrupted use” of the people. Billboards are controlled, making the appearance entirely unlike the Southern California coast, for example. Oswald West, the governor who defended the public coastline early in the century, tapped a progressive strain in Oregonians that remains alive today. In the past, when Oregon assumed a somewhat smug “Visit But Don’t Stay” attitude of provincial isolationism toward outsiders, the Oregon coast was one of the state amenities that citizens meant to protect. In 1973 the state’s landmark returnable-bottle bill insured that the coast, as well as the rest of Oregon, would remain relatively litter-free. This rugged coast offers unusual diversity to the traveler. If forced to select one superlative element that distinguishes it, a good choice would be the huge dunes in the 32,000-acre Oregon Dunes National Recreation Area, located about two-thirds of the way down the coast. Mile after mile of monumental, shifting sand dunes remind one of Death Valley in California. Aside from the dunes, the Oregon coast offers forests, seashore, beach combing, camping, tide pools, and fishing. There are 74 state parks and recreation areas along the roadway, including some that preserve virgin vestiges of some of the greatest coniferous forest in North America. The parks beckon the traveler to leave the car and actively enjoy the beach, the trails, and the hillsides with a walk.
    [Show full text]
  • Lightships of the Columbia Bar
    LIGHTSHIPS OF THE COLUMBIA BAR STORY BY STEVE ZUGER LV-50 COURTESY RON JANARD RON COURTESY For nearly a century, ships anchored in treacherous waters— and manned by sturdy, adventurous souls— helped vessels navigate into the Columbia River channel. 40 Winter 2018-2019 OREGON COAST www.oregoncoastmagazine.com COURTESY RON JANARD RON COURTESY FACING PAGE: WLV-604, the last lightship to serve on the Oregon Coast, now rests at the Columbia River Maritime Museum. ABOVE: The LV-50, the first lightship chosen for duty on the Columbia River, began its service in 1892. ARITIME LEGENDS HAVE a way of running mariners. It took a unique type of person to work deep, and word of a treacherous patch of aboard a lightship: one who had courage, patience, Mwater never takes long to get around. The and the willingness to put the safety of others front Columbia River Bar is one such place. and center. A system of submerged shoals and sandbars three Feelings of isolation and loneliness were magnified miles wide and six miles long, the bar is where the by the haunting sound of the wind passing through mighty Columbia River, flowing from the east like the rigging wires and the crashing of the waves. If this water from a high-pressure hose, collides with the wasn’t enough to rattle nerves, the fear of being hit by Pacific Ocean’s opposing current. This around-the- a passing ship and the constant pitching and rolling clock collision has claimed several hundred lives and added to the discomfort. The foghorn itself was also sent nearly 2,000 ships to the ocean floor.
    [Show full text]
  • Douglas Deur Empires O the Turning Tide a History of Lewis and F Clark National Historical Park and the Columbia-Pacific Region
    A History of Lewis and Clark National and State Historical Parks and the Columbia-Pacific Region Douglas Deur Empires o the Turning Tide A History of Lewis and f Clark National Historical Park and the Columbia-Pacific Region Douglas Deur 2016 With Contributions by Stephen R. Mark, Crater Lake National Park Deborah Confer, University of Washington Rachel Lahoff, Portland State University Members of the Wilkes Expedition, encountering the forests of the Astoria area in 1841. From Wilkes' Narrative (Wilkes 1845). Cover: "Lumbering," one of two murals depicting Oregon industries by artist Carl Morris; funded by the Work Projects Administration Federal Arts Project for the Eugene, Oregon Post Office, the mural was painted in 1942 and installed the following year. Back cover: Top: A ship rounds Cape Disappointment, in a watercolor by British spy Henry Warre in 1845. Image courtesy Oregon Historical Society. Middle: The view from Ecola State Park, looking south. Courtesy M.N. Pierce Photography. Bottom: A Joseph Hume Brand Salmon can label, showing a likeness of Joseph Hume, founder of the first Columbia-Pacific cannery in Knappton, Washington Territory. Image courtesy of Oregon State Archives, Historical Oregon Trademark #113. Cover and book design by Mary Williams Hyde. Fonts used in this book are old map fonts: Cabin, Merriweather and Cardo. Pacific West Region: Social Science Series Publication Number 2016-001 National Park Service U.S. Department of the Interior ISBN 978-0-692-42174-1 Table of Contents Foreword: Land and Life in the Columbia-Pacific
    [Show full text]
  • CAMM Sidelights February 2015
    NDED 1 00 FOU 936 $4. USD RICAN MA ME ST A E R F M O A L R I I C N N E R U S O C I N E C H . T o IN 3 February 2015 Vol. 45, N 1 CO 96 idelights RPORATED 1 S Published by the Council of American Master Mariners, Inc. CAMM Professional Development Conference in New Orleans March 30-April 1 Under-Keel monitoring at San Pedro and Columbia River Bar Years at Sea: Message in a bottle MLC 2006 Mission Statement www.mastermariner.org The Council of American Master Mariners is dedicated to supporting and strengthening the United States Merchant Marine and the position of the Master by fostering the exchange of maritime information and sharing our experience. We are committed to the promotion of nautical education, the improvement of training standards, and the support of the publication of professional literature. The Council monitors, comments, and takes positions on local, state, federal and international legislation and regulation that affect the Master. ORLEA W N E S N The Council of American Master Mariners, Inc. Annual Gene ral Meeting C A C M D M 5 P AG M & Professional Devel opment Conference March 30 - April 1, 2015 ¶ New Orleans, USA Hosted by the New Orle ans CAMM Chapter Registration Monday, March 30 www.mastermariner.org Registration payments can be made Welcome Reception online by credit card. Complimentary, 1600-1800 hrs Please follow instructions on Hilton Riverside Hospitality Suite website; or registration forms may be USPS mailed with check.
    [Show full text]
  • The Mystery of the Brig Owhyhee's Anchor and the Disappearance Of
    The Mystery of the Brig Owhyhee’s Anchor and the Disappearance of Captain John Dominis Jim Mockford Le présent article examine le rôle joué par le brick marchand Owhyhee de Boston sous le Capitaine John Dominis en établissant des relations commerciales et politiques vers la fin des années 1820 et durant celles des 1830 entre la Nouvelle Angleterre, le Pacifique du nord-ouest, le Hawai'i et la Chine. Les voyages de ce navire ont mené à la tragédie, car un membre d'équipage malade a probablement porté l'infection malarique qui a presque exterminé les premiers peuples habitant les rivages du fleuve Columbia et de ses tributaires. Il y avait également un mystère, parce que John Dominis a été perdu en mer en 1846, ne laissant presqu'aucune information sur les origines de sa famille ou sur sa propre vie. Le manoir Dominis construit à Honolulu est devenu la résidence de la Reine Liliuokalani, qui a épousé le fils de Dominis, et la reine a passé maintes années tentant en vain de découvrir l'histoire de son beau-père. In downtown Honolulu there is a house called Washington Place. It served until 2002 as the official home for the Governor of Hawai’i and the mansion was once the home of Hawai’i’s Queen Liliuokalani. Built by her father-in-law, Captain John Dominis, in the early 1840s Washington Place is now a museum and in 2007 it was designated a National Historic Landmark. It is here that this story begins. Nearly fifty years after the disappearance of the sea captain on his voyage to China in 1846 Queen Liliuokalani is said to have witnessed a séance that was an attempt to learn about the ancestry of her father-in-law Captain John Dominis and what happened to him on that fatal voyage.
    [Show full text]
  • Interstate 5 Columbia River Crossing Navigation Impact Report
    Memorandum November 7, 2012 TO: Interested Parties FROM: Kris Strickler, Oregon Project Director Nancy Boyd, Washington Project Director SUBJECT: Columbia River Crossing Navigation Impact Report The Columbia River Crossing Navigation Impact Report contains the results of a comprehensive analysis conducted in 2012 to inform decisions related to the height and navigational clearance for the replacement Interstate 5 bridge across the Columbia River. The report contains findings from several distinct research efforts on river use, vessel size, economic impacts and the feasibility of options to avoid, minimize or mitigate impacts to current and future river navigation. The centerpiece of the report is the result of a vessel impact analysis which identifies the number of impacted users along with the community, environmental and cost effects of bridge heights from 95 to 125 feet. The report does not include a recommendation for a particular bridge height. The information and data contained can be used to understand the advantages and disadvantages of the bridge height options studied and inform a balanced decision. The selected bridge height must balance the interests of river users, freight mobility, needs for flight paths over the bridge to Portland International Airport and Pearson Airfield, connections to downtown Vancouver, interstate safety and efficiency, and cost and schedule of the CRC project. A General Bridge Permit, issued by the U.S. Coast Guard, is one of the required elements to begin construction of the replacement bridge in late 2014. In reviewing a permit application, Coast Guard decision makers will consider their mission, which calls for meeting the reasonable needs of navigation and employing a balanced approach to the total transportation systems on land and water.
    [Show full text]
  • Cape Disappointment Light Station by Wayne Wheeler
    Reprinted from the U. S. Lighthouse Society’s The Keeper’s Log – Spring, 2005 <www.uslhs.org> Cape Disappointment Light Station By Wayne Wheeler he above watercolor is the work of Major his draftsman, T. E. Sandgren, rendered the he Columbia River, 1.210 THartman Bache. As a Lieutenant and drawings into watercolors. The above drawing miles in length, is the second member of the Army Topographical Engineers, of Cape Disappointment is one of those water- longest river in America. Bache surveyed the locations for the first eight colors. The words written on the upper left of Twice a day a huge volume light stations to be constructed on the west the drawing states, “Office of the 12th Light of water running to the sea coast. He later made Major and was assigned House District, San Francisco, Cal, March 1, encounters an incoming tide to the Lighthouse Board as Inspector of the 1857. Hartman Bache, Maj., Topographical Tat the mouth of the river. 4th District (NJ, DE & MD). In July, 1855 he Eng. Brv. Maj. This phenomenon, coupled with the wind and was transferred to the new 12th District (the Hartman Bache was the great grandson currents from the northwest, causes heavy surf entire west coast) as Inspector with offices in of Benjamin Franklin. From 1862 to 1870 he and a dangerous bar situation It is the leading San Francisco. served on the Lighthouse Board. His cousin cause of the hundreds of vessels which have During the period 1854 – 1859 as the first A.D. Bache was named Superintendent of been lost on the Columbia River Bar.
    [Show full text]
  • Te Ioy of H Poa Dithtic Corps 0F Egirteers Ii 871 1969 U
    A - Te ioy of h Poa DithTic Corps 0f Egirteers ii 871 1969 U. S. ARMY ENGINEER DISTRICT, PORTLAND CORPS OF ENGINEERS PORTLAND, OREGON Printed: March 1970 This history of the Portland District was researched, and edited by Henry R. Richmond!!!, a graduate of the University of California at Berkeley where he was a history major. FOREWORD Since arriving in Portland in July 1967 to become District Engineer, I have had many opportunities to acquaint myself with the long, colorful history of the Portland District. One hundred years ago, the work of the District consisted of small, simple, almost quaint efforts to improve navigation. Pulling snags from river waterways, cutting a bar to seventeen feet with a primitive old bucket dredge, or dynamiting rocks out of the Columbia River are repre- sentative of the work done in the early days. By comparison, the massive, complex dams built by the District in modern times have made significant changes in the Columbia and Willamette river valleys. The story of how and why the District has progressed from small dredging and snagging activities to a great multiple purpose construction program is a very interesting one. Even more worthwhile is the story of how the work of the District has contributed to the welfare of the people of the Northwest. As this history explains, the work of the Corps helped to open up the Northwest. The prosperity of Portland and the Willamette Valley depended in large part on the early navigation projects of the Portland District. The Oregon Coast has been opened up to shipping by large jetty and dredging projects.
    [Show full text]
  • North Jetty Critical Repairs Near the Mouth of the Columbia River, Pacific County, Washington
    COASTAL ZONE MANAGEMENT ACT CONSISTENCY DETERMINATION Submitted by the U.S. Army Corps of Engineers, Portland District, Civil Works For Actions Related to the North Jetty Critical Repairs Near the Mouth of the Columbia River, Pacific County, Washington February, 2015 CZMA Consistency Determination 1. Introduction and Project Description The Coastal Zone Management Action of 1972 directs coastal states to identify key resources and develop policies to manage their coastal areas. Although 15 CFR 923.33 (a) of the implementing regulations specifically excludes lands owned or leased by the federal government from the coastal zone, part (b) of this section obligates federal agencies to “comply with consistency provisions of section 307 of the act when federal actions on these excluded lands have spillover impacts that affect any land or water use or natural resource of the coastal zone within the purview of a state’s management program.” The U.S. Army Corps of Engineers (Corps) has determined that the proposed North Jetty Critical Repairs Project (project) would have temporary “spillover” effects on adjacent land uses and permanent effects on waters of the U.S. The North Jetty is located on the northern side of the mouth of the Columbia River at Cape Disappointment (Figure 1), which is federally owned land under the jurisdiction of the Corps. The proposed project would be implemented in a portion of Cape Disappointment State Park that is managed under a long-term lease by the Washington State Parks and Recreation Commission (WSPRC). Figure 1. North Jetty Location Map The Corps is proposing to restore the North Jetty in multiple phases, one of which is considered in this document.
    [Show full text]
  • Columbia River Bar Hazards
    COLUMBIA RIVER BAR HAZARDS EMERGENCIES Boating Safety TIPS VHF-FM Radio: Channel 16 u Check Weather, Tide, and Bar Conditions – The latest Information Can Be Heard on 1610 AM If in distress (threatened by grave and imminent danger): u File a Float Plan With Friends/Relatives 1. Make sure radio is on CROSSING THE BAR u Avoid getting caught on the bar during an u Don’t Overload Your Boat 2. Select Channel 16 ebb tide. The bar is the area where the deep waters of u Wear Your Life Jacket 3. Press/Hold the transmit button the Pacific Ocean meet with the shallower It is normally best to cross the bar during slack u Carry Flares and a VHF-FM Radio waters near the mouth of the river. water or on a flood tide, when the seas are normally 4. Speak slowly, and clearly say: MAYDAY, MAYDAY, MAYDAY u Stay Well Clear of Commercial Vessels Most accidents and deaths that occur on calmest. 5. Give the following information: u u u Have Anchor With Adequate Line coastal bars are from capsizing. Vessel Name and/or Description Nature of Emergency REGULATED NAVIGATION AREA u Position and/or Location u Number of People Aboard u Boat Sober Coastal bars may be closed to recreational boats when conditions on The Coast Guard has established a Regulated Navigation Area. If the 6. Release the Transmit Button the bar are hazardous. Failure to comply with the closure may result in yellow lights on this sign are flashing, indicating a restriction has been 7. Wait for 10 seconds – If no response, repeat “Mayday” voyage termination, and civil and/or criminal penalties.
    [Show full text]