BARGING ON THE COLUMBIA James G. Ashbaugh Portland State College Columbia River barging as discussed in the following paper is limited to that part of the river between Portland, Oregon—Vancouver, Washington, and Pasco, Washington. Transportation on the Columbia River has had a long and colorful history. Almost one hundred years ago, the Oregon Steam Navigation Company was formed and during its twenty-year life it completely monopolized navigation on the Columbia. The role played by this company's vessels, most of which were stern-wheelers, was extremely important in the pre-railroad era in the Pacific Northwest. The fact that it was able to operate at a profit as long as it did is attributable more to the lack of competing transportation, than to ease of navigation on the Columbia. Only in its estuary portion from Cascade Rapids to the sea was the Columbia easily navigable. Above this point it flows for a considerable distance across the Columbia Plateau before cutting a gorge through the Cascade Range. Although the river drops less than a foot a mile between Pasco and the sea, much of the total drop occurred at two places—The Dalles and Cascade Rapids. Portages were required around these places. Moreover, during the winter low water period, many stretches of the river were often too shallow for any but the smallest vessels. The availability of fuel also added to the expense of operation and above The Dalles timber is scarce. One of the early uses for barges in this part of the river was transporting wood to fueling stations. Some of the boats used as much as fifty cords of wood on the trip up river. It is therefore understandable why river transportation was badly hurt by railroad transportation after 1883. From this time until the inauguration of a river development program by the federal government in the 1930's, river transportation on the Columbia above its estuary was insignificant. The construction of Cascade Locks in 1896 and the Celilo Canal in 1915 to by-pass the Cascade Rapids and The Dalles, helped increase river traffic but did not materially weaken the near monopoly of railroad transportation. While barging on the Columbia above the Cascade Rapids was declining, that on the estuary part of the river was developing in response to local needs. Perhaps foremost among uses for barges within this area was the hauling of pulp and paper products and lumber. It must be remembered that this part of the river is navigable by ocean-going vessels as far upstream as Portland and Vancouver and barges are mainly utilized to bring freight to and from places not accessible to deep-draft ships. Among such places are the paper factories at West Linn on the Willamette River and Camas on the Columbia. With the development of dams on the Columbia and improved navigation made possible by the slack water created, the area served by barges has been greatly expanded. The first project completed was Bonneville Dam. This not only made available a larger lock than the old one around Cascade 13 Rapids but created slack water to The Dalles. It was opened for navigation in 1938. After World War II, as the first step in the implementation of a plan to make navigation possible to Lewiston, Idaho, on the Snake River, McNary Dam was constructed. Built three miles east of Umatilla, Oregon, it creates a slack water pool 61 miles in length to Pasco and Kennewick, Washington. The next one built was The Dalles Dam which not only inundates both Celilo Falls and the old Dalles-Celilo Canal, but also provides a slack water navigation pool 25 miles long to the site of the John Day Dam. Still under construction, John Day Dam will create a slack water pool 76 miles long to McNary Dam. This last unit, when completed in 1967, will eliminate the last stretch of river that is difficult to navigate. Four others on the Snake River will extend navigation to Lewiston, Idaho. With the exception of the one at Bonneville, navigation locks are or will be 86 feet wide by 675 feet in length. The locks at Bonneville are 76 by 500 feet...
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