Showing posts with label Ship Canal. Show all posts
Showing posts with label Ship Canal. Show all posts

Friday, August 5, 2016

Lake Union: The Human Impact

Dick Wagner, the Founding Director of The Center for Wooden Boats, explores the ecology of the lake destined to unite the saltwater and freshwater sides of the Ship Canal. This essay was originally published on the CWB blog Shavings.



Engraving of Lake Union, 1891. Courtesy University of Washington Special Collections.

Western Washington has a mystique. It’s a unique blend of snow-capped mountains, misty rain forests, waters everywhere (an inland sea, bays, lakes, rivers), whales, elk, salmon, and mild, mosquito-free climate. These diverse natural elements are entwined in a complex, self-sustaining order. The threads of its beautiful tapestry began to weave together about 13,000 years ago when the 3,000-foot-deep Vashon Glacier retreated. 

Unfortunately, after thousands of years of perfect primal coordination, this mixture of natural wonders is falling apart. A textbook example of why this is happening to our once perfectly-aligned environment is Seattle’s little Lake Union, now one of the most heavily-altered water systems in western Washington.


The Pre-industrial Lake

When the lake was at its prime, many shoreline plants were of value to the birds and fish and also the human inhabitants. Native tribespeople used Oregon grape for food, made dye from its roots, and an infusion of its bark for skin and mouth sores. They employed yarrow for hair wash, perfume, colds, stomach trouble, and as a general tonic. Skunk cabbage roots were an emergency food; the raw root is as hot as a pepper. It was also used as a blood purifier and for stomach and bladder trouble. Cabbage leaves were made into a healing poultice and also rolled into berry containers or drinking cups. The blossoms, when heated, were applied to rheumatic parts for relief. Springtime skunk cabbage was gobbled by the elk. 

Native healers drew on nightshade leaves to make a drink for liver and yellow jaundice. The juice from the berries thinned blood. A poultice of nightshade leaves was used for rheumatism, skin diseases and abscesses. Natives cooked lady fern and bracken roots and served them with salmon eggs. Nettle was peeled into thin strips and twisted into strong twine for securing bone and stone tool handles and duck nets. Spirea stems also were used to make twine. Pond lily roots were heated and applied to rheumatic body parts. 

When the wapato was lost, native peoples also was lost a cash cow that needed no cultivation. Wapato is the root of arrowhead, an edible tuber. Duwamish women felt for the roots with their bare feet while walking in the shallows, pulled them, and brought them back by canoe to the longhouse, where they were roasted. This “baked potato” was considered haute cuisine. The wapato by Lake Union was so plentiful that there was a surplus to trade with other native groups. Wapato was the chief part of the Duwamish economy for many generations.


The Era of Change

The first residents of Lake Union were about 100 Native Americans whom we call the Duwamish. In the basin of Lakes Union-Washington-Sammamish there were approximately 2,000 more Native Americans. Before the coming of European and American settlers, a roughly balanced relationship was maintained between plants, animals and humans. Today, about 500,000 people live around the lake and about a million live in the greater basin. A growing human population creates buildings, highways, bulkheads, docks, dams and parking lots that all challenge this region’s ecological equilibrium. The process of filling in a South Lake Union shoreline in 1962 forced a mountain up from the lake’s bottom - a mountain of muck. Now a red navigation buoy is moored to warn of the peak of the lake’s pinnacle only 10’ below the surface of the water.

The filling of Lake Union’s shoreline and building of docks and bulkheads began in 1870 and continued until 1967. Between the Fremont Bridge and University Bridge are 700 acres of water. It used to be 900 acres. The fill displaced shallow water which was an incubator, home, hotel and restaurant for a chain of plants and animals. Small fish, including minnows, salmon and trout fry, used the shallows to feed. The plants on and adjoining the lake included wapato, skunk cabbage, nightshade, cranberries, elderberries, smartweed, lady’s thumb, nettles, spirea, miralus, forget-me-nots, yellow mustard, water celery, pond lily, camas, Oregon grape, coltsfoot, yarrow, duckweed, cattail, willow, cottonwood, alder and Indian plum. 

Birds feeding in the shallows included killdeer, flycatchers, red-winged blackbirds, white-crowned sparrows, towhees, robins, black swifts, kingfishers, ospreys, Cooper’s hawks, chickadees, tule wrens, red-backed sandpipers, greater and lesser yellow-legs, great blue herons, goldfinches, bitterns, Virginia rails, and the herring, short-billed, ring-billed, California, and glacous-winged gulls. Nesting waterfowl were pied-billed grebes, mallards, coots, and cormorants, and meadowlarks. Migrating waterfowl, including red breasted mergansers, scaups, wood ducks, pintail, buffleheads, eared grebes, western grebes, common loons, bald pates, blue-winged teals, shovellers, green-winged teals, gadwalls, dowitchers, bald eagles, black-tailed plovers, whistling swans, and Canada geese, found food in the shallows, which also were home to frogs, tadpoles, turtles, snails, crawfish, mussels, dragonflies, damsel flies, nightjars, protezoans, mice, muskrats, weasels, otters, mink, and beavers.

When creatures lose their usual places for food, nesting, hibernation or refuge, they leave. There are no more meadowlarks around Lake Union because there are no more meadows. Fortunately, even though the salmon population has dramatically declined in Lake Washington, there are still enough near-shore habitats for the Lake Union sockeye fry to linger for a year. My litmus test is that the great blue herons and kingfishers still hang out in the shallow areas for a good meal of young sockeye. On the other hand, a litmus test was not needed in 2008 to prove that the waterfowl population, both permanent and migrating, was virtually wiped out on Lake Union. The only birds now seen are a stunningly reduced number of Canada geese, mallards, coots, seagulls, kingfishers, blue herons, and cormorants. The weasel and mink are gone. There are small numbers of muskrats, otters and beavers. 

In the late 1960s our child’s first words were “quack quack.” Mallard talk on Lake Union now is virtually lost, but not forgotten. 

In the beginning Lake Union’s connection to Puget Sound was Ross Creek at the north end, which emptied into Salmon Bay, an inlet of the Sound. The 8’ to 20’ flood tide pushed up the creek to its mouth where the Fremont Bridge now stands. The brackish water of the creek and Salmon Bay was an environmental adjustment for the salmon coming home from the ocean to spawn in the lake’s freshwater streams and also for the salmon fry waiting to grow big enough to swim in the Pacific Ocean. Native legends refer to whales entering Lake Union through a hidden tunnel. In fact, any of them could have done it simply riding the tide into the lake. It’s probable that fish-eating orcas would be tempted to ambush the home-coming salmon at the mouth of Ross Creek.

When the Ballard Locks were completed in 1916, a convenient connection between the lake and the Sound was provided for boaters. There was no more transition between saltwater and freshwater. This was an inconvenient connection for salmon and even the whales. In addition, road and trolley tracks were installed on fill around the lake. Salmon spawning streams were redirected into pipes as their outlets were filled and bulk-headed; these pipes were barren of the pebbles needed for fertile eggs to be laid.

As the lakeside developed, the shallows disappeared. Bright street lights were installed. The sounds of motor vehicles, seaplanes, trolleys, sawmills and boatyards replaced the calls of birds. The forests around the lake were logged off. This cut-and-build development expelled the nesting places and sealed off the sand and gravel that was the habitat of small fish, frogs, salamanders and turtles.

Because of the Locks and because the logged lake basin allowed stormwater to drain into the lake, it was deliberately lowered two-and-a-half feet each fall and raised the same amount each spring. The change of depth had an impact on remaining marshlands. In addition, during our rainy season, the stormwater pipes overflowed and added street and sidewalk dirt and trash to the lake. The lakeside didn’t have a sewer system installed until 1967. Because of the steady flow of the Cedar River through Lake Union, the streams in pipes and the underwater springs, the lake was relatively clean. The crayfish were so prevalent in the lake that they were commercially fished through the 1970s. Crayfish will not live in toxic waters.

There was little or no direct human predation of the plants and animals of Lake Union but new species introduced to Lake Union caused unexpected impacts. The Norway rat was the scourge of the shoreside. They ate the bird eggs in the marshland nests. The rats came from Europe via trade vessels. Carp came from Asia via Europe. They root up the shallow water plants and roots that were food for waterfowl. There are now 24 non-native fish that have been introduced to the lake, including smallmouth and largemouth bass, which eat juvenile salmon. The non-native Eurasian watermilfoil dominates much of the shoreline and the non-native Himalayan blackberries have smothered many historic waterside plants.


Lake Union Today

What Lake Union was we will never see again. Even if there was a skunk cabbage farm on the lakeshore, the elk wouldn’t dare try to cross the congested traffic to get a nibble. What we can achieve is a lake sustained to the best possible state of ecologic balance. 

How can we go about this?

We can crusade against the further building of lake-edge bulkheads and roads. We can advocate for the removal of all non-native plants and against the introduction of non-native fish. Then, seed-by-seed, drop-by-drop, bird-by-bird, fish-by-fish, Lake Union can recover some of the elements that were integral parts of its Northwest mystique. 




Lake Union Dry Dock, Courtesy of Puget Sound Maritime Historical Society.



Monday, April 25, 2016

Making the Cut: The Locks by the Numbers

Puget Sound Maritime researcher Joe Baar gives us some insights into the monumental undertaking that was and is the Ballard Locks. This is one of an occasional series of essays commemorating the centennial of the Ballard Locks and the Ship Canal.


Early, undated photo of the "government locks," probably mid-1940s. Puget Sound Maritime Historical Society, Joe Williamson Collection, Negative # 2301-4.

Early Efforts

By 1854 a navigable connection between Lake Washington and Puget Sound to allow movement of logs, milled lumber, and fishing vessels between these bodies of water was being discussed sporadically. After the Civil War, in 1867 the U.S. Navy endorsed a canal project, which included the idea of constructing a naval shipyard on Lake Washington. In 1891 the U.S. Army Corps of Engineers began planning the project; some preliminary work occurred in 1906.

Legal challenges mounted by Ballard mill owners who feared property damage and loss of waterfront in Salmon Bay, and by Lake Washington property owners whose docks and waterfront would be left 9 feet in the air, delayed construction for another five years. Work finally began after midsummer 1911 under Major Hiram M. Chittenden’s command. All the delays in planning and construction finally caused the Navy to establish the Puget Sound Naval Shipyard across Puget Sound from Seattle, in Bremerton.

To facilitate expected maritime traffic, three low bridges and trestles crossing the ship canal route were removed, at Fremont Avenue, Stone Way and Latona Avenue. New bridges in Ballard and Fremont were completed in 1917, followed by University Bridge in 1919, and Montlake Bridge in 1925. University Bridge was improved in 1932, and in 1934 the Corps declared the Lake Washington Ship Canal project complete.


Dates, Size, Usage

Construction began on the Government Locks August 6, 1911. Both locks opened to traffic in the summer of 1916, the small lock on July 30 and the large lock on August 3. During those four years and eleven months the U.S. Army Corps of Engineers excavated 1,661,400 cubic yards of earth for the Salmon Bay locks and dam alone, then filled the resulting basin with 227,000 cubic yards of carefully-formed concrete.

The Corps reported Hiram Chittenden Locks hosted 1,300,000 visitors and conveyed 50,000 watercraft and 1,000,000 tons of commercial goods during 2013. As the price of oil declines, we can expect even greater volumes in all these categories.


Comparison with Modern Structures

Modern comparisons show the relative size of this undertaking. Forty-five years after the locks first carried traffic, the Seattle Space Needle’s foundation was completed in 1961 using continuous 24-hour concrete placement into a mass requiring 2,747 cubic yards of concrete. In 2015 the Amazon Complex’s Block 19 Mat Pour, the building’s foundation within the block bordered by 6th and 7th Avenues and Lenora and Blanchard Streets, required more than 12,000 cubic yards, which covered the excavation’s bottom more than 12 feet deep in concrete and reinforcing steel. The volume of concrete used to construct the Government Locks amounts to about 19 times what the Amazon Block 19 Mat Pour required, and is about 83 times what the Space Needle’s 5,600-ton foundation used.


The Cuts - Fremont

A continuous waterway extending from Puget Sound to Lake Washington requires two separate and sequential channels excavated through intervening landforms. Westernmost of these is the Fremont Cut, named for the Fremont neighborhood lying just across a swale north of Queen Anne Hill. In 1883 the Lake Washington Improvement Company contracted with the Wa Chong Company to provide immigrant Chinese labor to dig the Fremont Cut along the low-lying route of Lake Union’s outlet, Ross Creek, to Salmon Bay, which was tidal salt water until the Government Locks were in place. After excavating this section in 1885 the Wa Chong laborers moved on to complete the log sluice at the Montlake Portage, located near and beneath today’s State Route 520. All this work was accomplished solely by use of hand tools.

The Fremont Cut’s eastern end near Fremont Avenue was separated from Lake Union by a low wooden dam, a small wooden lock, and a spillway. The cut thus continued Ross Creek’s function as an overflow drain for Lake Union and Lake Washington until the Government Locks at Salmon Bay were finished in 1916, which caused the water level behind them to rise and meet that of Lake Union. Shortly afterward Lake Washington drained westward until all the fresh-water bodies’ elevations equalized.

The Fremont Cut is approximately 5,800 feet long. The maintained ship channel taking up the center section of this waterway is 100 feet wide and 30 feet deep; the cut’s entire width, bank to bank, is 270 feet. The total amount of material excavated for this cut is thus around 2,200,000 cubic yards.



The Montlake Cut in snow, looking east, showing the remnants of the coffer dam, circa 1916. Puget Sound Maritime Historical Society, Joe Williamson Collection, Negative #10345.


The Cuts - Montlake

The easternmost cut at Montlake was originally named the Erickson Cut, after the first contractor hired to excavate this section. The Corps’ Major C.W. Kutz awarded C.J. Erickson’s contract on August 7, 1909, and dry excavation proceeded from October that year until October 26, 1910, when the dike on the Union Bay end of the cut was dynamited, allowing water to fill it. Further hydraulic excavation by Stilwell Brothers continued until June, 1914, and temporary wood cofferdams replaced part of the earthen dikes at both ends of the Montlake Cut to allow control of its water level so work on the Montlake Bridge’s abutments and foundations could proceed. After the last bond issue funding this construction passed in 1915, the bridge’s foundations were finally begun.

On August 26, 1916 the Portage Bay cofferdam was removed, followed several days later by the one on the Union Bay end. Lake Washington’s level then descended 8 feet 10 inches over the following three months, and the Lake Washington Ship Canal gradually assumed its normal level from Lake Washington, through Lake Union, to the Government Locks.

The Montlake Cut is approximately 2,500 feet long. The maintained ship channel taking up the center section is 100 feet wide and 30 feet deep; the excavation’s entire width between the high points of each bank, is 350 feet. The total amount of material excavated for this cut is nearly 2,400,000 cubic yards.


Observations from Today

The entire span of time between Thomas Mercer’s discussions with his fellow-citizens about what the inland lakes should be named, until the Corps of Engineers declared the Lake Washington Ship Canal complete, amounted to eighty years. Today we look forward with great impatience to the promised completion of several major public works projects, also related to transportation, in the central Puget Sound region. We are not able to calculate the cost of this new infrastructure with any real certainty, and discovering how much the Lake Washington Ship Canal actually cost the citizens, beginning 162 years ago until all the financing bonds were retired, is a task beyond the scope of this short article. What we do know from our own experience is, it wasn’t cheap then and it won’t be cheap now. These great expenses provide immense known and imagined benefits to all citizens for a very long time to come. Public works of this scale animate our society now and help bring the promise of a bright future for all of us.


Sources include the H.W. McCurdy Marine History of the Pacific Northwest; David Williams, Too High and Too Steep: Reshaping Seattle's Topography; Adam Wood, Images of America: The Ballard Locks; Sellen Construction Company, "Block 19 Mat Pour, October 4, 2014; HistoryLink.org.



-- Joe Baar

Joe Baar has been fascinated with ships since his childhood on Brace Point. His lifelong avocation has included stints with the Sea Explorers, small boat school courtesy of the U.S. Army, working on yachts on Lake Union, and amassing a large collection of maritime books.






Saturday, April 2, 2016

Making the Cut: From Creek to Canal....a First Hand Look



In 1975 Ralph Waldo Johnson wrote two articles for the Puget Sound Maritime publication The Sea Chest: “Memory Digs a Canal –The Creek” followed by “Memory Digs a Canal – Concluded.” Nancy Dulaney of Rainier Valley Historical Society previews these articles which are now available digitally as a combined PDF file – highly recommended reading for all those interested in the history of the canal and the locks. This is one of an occasional series of essays commemorating the centennial of the Ballard Locks and the Ship Canal.




Ralph Johnson photo of the remains of the Lake Union dam, 1914.

Ralph Waldo Johnson wrote of Congress authorizing a survey for the canal in 1890 with the route approved in 1891. Born in 1895 on Dravus Street in Seattle, with the creek running along the front of the lot, Johnson had a front row seat to early ship canal developments. His own family home was moved in 1902 to Etruria Street at the south end of the Fremont Bridge as the creek and surrounding properties were appropriated for the future ship canal.

In his younger years, when the tide was right, Ralph enjoyed the diluted salt water swimming hole near Bertona Street along with the other small boys (where were the girls?).  Ralph also identified two shallow areas along the creek where boys liked to dip their hot feet in the cool water, locations later covered by 30 feet of water.

As Ralph began school, his father took him to the creek to watch the salmon coming up to spawn. Soon Ralph got big ideas about catching salmon at the spillway and selling them for some “easy money” – ten cents a fish -- that is until the game warden showed up one day to enforce the no gaff‑hook regulation and Ralph’s mother heard about it.

In March 1914, the wooden dam at the Lake Union outlet washed out and Ralph watched as the old Fremont Bridge worked its way into collapse, leaving only the street car tracks and a few ties swinging above the creek, an image which Ralph captured with his camera.

The Seattle Star newspaper reported on the fate of Lake Union dwellers after the water fell some six feet: “…several score of houseboats, mostly occupied by poor people, leaned lakeward on their front porches. Gas, electric, water and sewer connections were broken when the houseboats, straining at their moorings, slid down the incline as the water fell.” (March 14, 1914)

Ralph’s boyhood adventures ran concurrent with the development of the ship canal and locks, and he memorializes both in The Sea Chest articles. His July 4, 1917, Lake Washington Ship Canal dedication day photo must have been taken not long before he left for his World War I service in France.

Ralph Johnson’s memories of the time period during which the creek became the canal are an historian’s delight. His photographs are an added bonus -- I wonder where they now reside.

Interested parties may wish to check out Paul Dorpat’s 2010 article featuring Ralph Johnson, which gives background on his interest in photography and includes pictures of the family home on Etruria Street, the neighborhood and, if you scroll down far enough, early images of the ship canal, some of which are in The Sea Chest articles. 

Dorpat also gives us a look at the Lake Union dam washout in a 2014 essay

-- Nancy Dulaney, Rainier Valley Historical Society
   rainiervalleyhistory.org



Friday, March 18, 2016

Making the Cut: Ships in the Locks (Photo Forensics 101)

Puget Sound Maritime researcher Joe Baar takes a second look at some photos associated with the Lake Washington Ship Canal. This is one of an occasional series of essays commemorating the centennial of the Ballard Locks and the Ship Canal.

Several early photographic images of vessels transiting the Ship Canal are well known and the captions commonly associated with them claim they were taken during the canal’s first day, or first year, of operation. Sometimes we must take such assertions with a large dose of salt.

In one example, the photo reproduced on page 262 of The H.W. McCurdy Marine History of the Pacific Northwest (Gordon Newell, ed., 1966) shows the tug HORNET towing the freighter ss EASTERN MERCHANT eastbound out of the large lock; the caption purports EASTERN MERCHANT was the “...largest vessel to pass through the locks in their first year of operation.” That year would have run from August 1916 through August 1917. Lloyd’s Register of Ships tells us Asano Dockyard in Tsurumi, Japan, completed the 8,152-ton EASTERN MERCHANT in December 1919 to the order of the United States Shipping Board. As well, Merchant Vessels of the United States shows the tug HORNET was built in Seattle in 1920, so this photo could not have been taken earlier, belying the McCurdy caption. Much gratitude to Karl House for pointing out this inconsistency.


Confusion has resulted from the fact both locks were open to traffic by early August 1916, although the project’s official dedication and the celebratory maritime parade did not take place until July 4, 1917. By that date, shipping had been arriving in Lake Washington via this conduit for eleven months.

ss Roosevelt followed by mv Orcas at the Fremont Bridge, 7/4/1917;
 Puget Sound Maritime Historical Society, Joe Williamson Collection


ss ROOSEVELT at the Montlake Cut, 7/4/1917;
Puget Sound Maritime Historical Society, Joe Williamson Collection


The REAL First Transit

The U.S. Coast and Geodetic Survey ship GEDNEY, shown immediately below, most likely records the first transit of the Lake Washington Ship Canal by an ocean-going vessel. This event probably would have occurred during 1916. A jubilant note on one copy of the print’s reverse side informs us this trip was made with “No Pilot.” This notation lends credibility to the photo’s provenance because survey ships normally gather information about uncharted waters without using local guides. Also of interest is the absence of smaller craft visible in the image (aside from tugs), a certain indicator this trip was not the same one as the July 4th, 1917 transit led by the ROOSEVELT.


Survey ship USC&GS GEDNEY Eastbound from the Large Lock, c. 1916;
Puget Sound Maritime Historical Society, Joe Williamson Collection



Survey ship USC&GS GEDNEY at Sitka, Alaska, before 1912;
Puget Sound Maritime Historical Society, Joe Williamson Collection

-- Joe Baar


Joe Baar has been fascinated with ships since his childhood on Brace Point. His lifelong avocation has included stints with the Sea Explorers, small boat school courtesy of the U.S. Army, working on yachts on Lake Union, and amassing a large collection of maritime books.