Week three of the Waterlines class featured Seattle writer and geologist David B. Williams. Perhaps best known as the author of the recent ‘Too High and Too Steep’, a chronicle the large-scale manipulations (topographic and hydrologic, to name a few), Williams shared a more focused talk on his upcoming book Waterway: The Story of Seattle’s Locks and Ship Canal, which coincides with the Centennial of the Hiram M. Chittenden Locks this year. Following the course theme, and touching on some previous topics, the story encompasses the trials and tribulations to get the locks built, and the large-scale impacts that such endeavors have on the ecological and hydrological systems of Seattle.
David is an engaging storyteller, so he laid out the evolution of this significant part of Seattle’s history, touching on the geology (with the north south orientation how important the waterways were to getting around, especially, east-west movement), and the use for years by native people, who used the portage between Lake Washington to Lake Union, and then a quick connection to gain access to the ocean, and vice-versa, for the past 10,000 to 12,000 years, with stories of Kitsap Suquamish coming to Lake Washington because it was one of the largest freshwater lakes in the region. The idea of a ship canal of some sort is as old as Seattle itself, first pitched by Thomas Mercer in 1854 and finally coming to fruition as a way to move coal, timber, and people, after many attempts 63 years later. In fact there were multiple routes proposed and attempted with big Seattle names like the aforementioned Mercer, along with Burke, Denny, and Gilman, cutting through Smith Cove, routes across what is currently downtown, and one of the most absurd in Seattle’s history – the Semple Canal. This map shows a number of these routes, and also the one natural, yet not very viable connection vai the Black River, which was mentioned in the previous post on Seattle archaeology as outlet from Lake Washington and would eventually fall victim to the draining of Lake Washington.
As mentioned, Semple’s Canal was perhaps the craziest scheme, wanting to slice through one of Seattle’s seven hills, Beacon Hill, which stands almost 350 feet tall. Williams documents it on his blog in this post, with a couple of graphics showing the route and section cut (noting a maximum cut of a mere 284′-6″), highlighting the absurd notion of cutting a canal through a hill, although a good portion of the material removed from the canal before it was shut down was used to fill the Duwamish estuary into what is now industrial lands, and frankly, based on some of the other history, it would not have surprised me if this would have happened.
The eventual route of the Canal was landed on eventually towards the end of the 19th century, connecting to the Puget Sound through the existing Shilshole Bay and the eventual location of the locks, connecting through Salmon Bay, which was a fluctuating saltwater tide zone, connecting through the Fremont Cut to Lake Union, and the Montlake Cut connecting Portage Bay on the west with Union Bay and larger Lake Washington on the east.
The conditions prior to implementation show Salmon Bay connected to salt water, and involved slicing through Ross Creek and wetland zones between Salmon Bay and Lake Union, where a creek was feeding the Bay. To the east the portage had become a narrow log flume at the narrowest point connecting Union Bay and Portage bay, completing the connection from lake to sea.
As mentioned, the eastern Montlake Cut was used as a log flume with a narrow channel (developed by Denny and others) connecting through Portage Bay, and a similar effort was made to connect through Ross Creek via what is now the the Fremont Cut. A photo showing the area looking from Union Bay towards the west from Paul Dorpat’s blog showing the isthmus with Portage Bay in the distance prior to ship canal. This area was sliced through with a log flume (seen on the 1894 map above) in the 1880s and at times through the early 1900s to move timber from inner areas to Seattle and beyond, setting the stage for the eventual connection.
A second image showing the narrow connection of the log sluice from 1886 that is seen on the 1894 map, one of the thin connections which eventually were expanded for free flow of goods and people across Seattle. A dam at the upper end held Lake Washington above the level of Lake Union, and logs were dropped into this chute to float on the next leg of the journey.
While the connections seem logical, the elevations of each water body were different, with the level of Lake Union around +20, the level of Lake Washington at +29, and Salmon Bay elevation lower as it entered the Puget Sound, often not having standing water at times. The process of building the locks set all of these elevations at the same as Lake Union, which raised Salmon Bay and made it a continuous fresh water bay, which is why it works as a place to over-winter fishing fleets as it is today (see Deadliest Catch) to keep boats out of salt water. It also lowered Lake Washington, which as mentioned disconnected the lake from it’s natural outfall at the Black River to the south, replumbing the south area of Seattle while creating a whole lot of new lakefront land. The completion of construction of the locks and the eventually breaching of the Montlake coffer dam (below) and the other coffer dams at the Fremont Cut, (after having to shore them up a few times), filled Salmon Bay with fresh water, and caused Lake Washington to drain down the 9 feet slowly over a few months
The locks, which opened to fanfare and massive 4th of July celebration in 1917, are fun to visit today to watch ships come in, go to the fish ladder, and see the activities. According to Williams, these are the only government locks in the US that are crossable to the public (didn’t know that) and the main traffic, although peppered with an occasional working vessel to Portage bay, consists mostly of pleasure craft. Also, while they did originally build a fish ladder, it didn’t work well (and was improved years later, which make a fun viewing opportunity). Williams mentioned that fish tended to just get into the locks and ride up to travel upstream. It’s an interesting resilience story that fish that were cut off from the Cedar River where they spawned when the Black River was disconnected, and instead of heading up the Duwamish/Black/Cedar to the south, would still be able to figure out how to get upstream via alternative routes via Shilshole miles north from their original spawning route. Talk about a well established navigation system.
The impacts for Seattle, much like the other massive changes, ended up having huge economic implications in positive ways, with the ability to tap into industrial lands for coal, timber, and shipbuilding, and some minor military use, along with what are mostly now marinas for pleasure craft today. The fact that maritime industries are only second to aerospace in the Seattle economy is surprising, which owes much to the ship canal. Seems a common story for Seattle, make massive change and reap the benefits (to some), even if it cuts off a river that happens to be the home place for local Native people. To comprehend the 60+ year journey from idea to fruition, and the hundred years of operation since, another story of changing land and waters influencing our urban lives every day. Excited to see some of the events and read David’s upcoming book for more. On that note…
Addenda: Making the Cut
A great resource on the upcoming centennial festivities is the website Making the Cut: The Locks, The Lakes and a Century of Change, which provides info on events, much of the history mentioned above, and a good section on historic maps which shows a good cross section of hidden hydrology in relationship to the hydrological manipulations to connect the lakes to the ocean. A series of before and after maps documents the changes in the locks, Lake Union and Lake Washington, and other areas. The series below highlights the evolution from the tidal marsh of Salmon Bay prior to the locks being installed in 1916 to the freshwater waterway today.
