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106-554: The Willamette Falls Locks are a lock system on the Willamette River in the U.S. state of Oregon . Opened in 1873 and closed since 2011, they allowed boat traffic on the Willamette to navigate beyond Willamette Falls and the T.W. Sullivan Dam . Since their closure in 2011, the locks have been classified to be in a "non-operational status." In 2023, work began to repair the locks, which are expected to reopen in 2026. Located in

212-528: A broad canal for more than one boat to be in a staircase at the same time, but managing this without waste of water requires expertise. On English canals, a staircase of more than two chambers is usually staffed: the lockkeepers at Bingley (looking after both the "5-rise" and the "3-rise") ensure that there are no untoward events and that boats are moved through as speedily and efficiently as possible. Such expertise permits miracles of boat balletics: boats travelling in opposite directions can pass each other halfway up

318-518: A canal and suitable boat locks at the falls of the Willamette River, on the west side of said falls". On October 26, 1868, the Oregon legislature approved a law entitled "an Act to appropriate funds for the construction of a Steamboat Canal at Wallamet Falls." The law stated it was "of great importance to the people of Oregon" that a canal and locks be built on the west side of Willamette Falls and that

424-457: A company has been filing Form 10-K with the SEC for a certain period of time, has a market capitalization above a certain threshold, and takes certain procedural steps, it is permitted to offer securities using a simplified prospectus that incorporates information by reference to its SEC filings . In certain situations, such as when the offering is not required to be registered with the SEC, a prospectus

530-527: A factor of several hundred percent. The company was also reported to have sent an agent east to negotiate financing. In March 1869, the company's attorney, Septimus Huelat, brought condemnation actions in Clackamas County Circuit Court, to acquire, in Linn City , a strip of land about 2,014 feet (614 m) long and 60 feet (18 m) wide By 1869 Linn City was a settlement in name only, as

636-426: A flight of locks is simply a series of locks in close-enough proximity to be identified as a single group. For many reasons, a flight of locks is preferable to the same number of locks spread more widely: crews are put ashore and picked up once, rather than multiple times; transition involves a concentrated burst of effort, rather than a continually interrupted journey; a lock keeper may be stationed to help crews through

742-480: A lock is simple. For instance, if a boat travelling downstream finds the lock already full of water: If the lock were empty, the boat would have had to wait 5 to 10 minutes while the lock was filled. For a boat travelling upstream, the process is reversed; the boat enters the empty lock, and then the chamber is filled by opening a valve that allows water to enter the chamber from the upper level. The whole operation will usually take between 10 and 20 minutes, depending on

848-523: A lock, and the position of the forward edge of the cill is usually marked on the lock side by a white line. The edge of the cill is usually curved, protruding less in the center than at the edges. In some locks, there is a piece of oak about 9 in (23 cm) thick which protects the solid part of the lock cill. On the Oxford Canal it is called a babbie; on the Grand Union Canal it is referred to as

954-455: A number of dignitaries, including Gov. La Fayette Grover (1823–1911), Mayor of Portland Philip Wasserman , several newspaper editors, steamboat captain Joseph Kellogg , the locks commissioners, and other invited guests. There was only one woman on board. It took one hour forty-five minutes to pass Watkins through the locks. Returning down river took about an hour for the boat to transit

1060-429: A rail to be installed which would allow vessel transit with 17.5 ft (5.3 m) of water. However, on the few occasions every year when the river rose any higher, navigation could not be safely made, and the guard lock could not be opened. The masonry work was expected to last indefinitely, while the timber work was expected to be good for eight to ten years. Additional construction work still needed to be done for

1166-564: A regulated market. In the United Kingdom, the only regulated market is London Stock Exchange full list. The Alternative Investment Market (AIM) does not constitute a regulated market, nor does the Professional Securities Market ("PSM") for issues of debt securities. There are numerous exceptions to the requirement to publish a prospectus, although an exempt company may still be required to publish listing particulars where it

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1272-478: A small part of the work on the new basis, the contractors were unable to complete it. In December 1871, Smith reported to the company's board of directors that he had incorrectly calculated the quantity and cost of the rock that could be obtained near the work, and that stone walls could not be completed by the project deadline of January 1, 1873. By May 31, 1872, Smith had switched back to a timber wall, heavily bolted with iron and weighed down with stone. The switch

1378-480: A staircase lock can be used as an emergency dry dock). To avoid these mishaps, it is usual to have the whole staircase empty before starting to descend, or full before starting to ascend, apart from the initial chamber. One striking difference in using a staircase of either type (compared with a single lock, or a flight) is the best sequence for letting boats through. In a single lock (or a flight with room for boats to pass) boats should ideally alternate in direction. In

1484-404: A staircase, however, it is quicker for a boat to follow a previous one going in the same direction. Partly for this reason staircase locks such as Grindley Brook, Foxton, Watford and Bratch are supervised by lockkeepers, at least during the main cruising season, they normally try to alternate as many boats up, followed by down as there are chambers in the flight. As with a flight, it is possible on

1590-440: A stone wall resting on bedrock. The stone wall was 8 ft (2.4 m) at the top, 3 ft (0.9 m) to 15 ft (4.6 m) high, with a batter of 3 inches per foot (25 cm/m). The rest of the west wall was hewn out of the natural rock. According to engineer Smith's 1873 report, the guard lock was left open when the water in the canal was less than 3 ft (0.9 m). Otherwise, boats would have to lock through

1696-400: A tunnel, which when descending does not become visible until the chamber is nearly empty. A pound is the level stretch of water between two locks (also known as a reach ). The cill , also spelled sill , is a narrow horizontal ledge protruding a short way into the chamber from below the upper gates. Allowing the rear of the boat to "hang" on the cill is the main danger when descending

1802-426: Is a normal top gate, and the intermediate gates are all as tall as the bottom gate). As there is no intermediate pound, a chamber can only be filled by emptying the one above, or emptied by filling the one below: thus the whole staircase has to be full of water (except for the bottom chamber) before a boat starts to ascend, or empty (except for the top chamber) before a boat starts to descend. In an "apparent" staircase

1908-433: Is instead referred to as an " offering memorandum " or " offering circular ", but there are numerous industry standard terms and methods on how to write prospectus. In the case of municipal securities offerings, which are generally exempt from most of the federal securities laws, municipal issuers typically prepare an analogous form of disclosure document known as an "official statement." Prospectuses are generally prepared with

2014-443: Is only a staircase if successive lock chambers share a gate (i.e. do not have separate top and bottom gates with a pound between them). Most flights are not staircases, because each chamber is a separate lock (with its own upper and lower gates), there is a navigable pound (however short) between each pair of locks, and the locks are operated in the conventional way. However, some flights include (or consist entirely of) staircases. On

2120-705: Is seeking admission of its shares to the full list or an admission document where it is seeking admission of its shares to AIM. The prospectus must be approved by the competent authority in the United Kingdom, which is currently the Financial Conduct Authority (FCA) in its capacity as the United Kingdom Listing Authority. If the purpose of the prospectus is to induce people to engage in an investment activity, it will also need to be issued or approved by an 'authorised person' or it will constitute an unlawful financial promotion under section 21 of

2226-421: Is taking place, a list of material properties and any other material information. In the context of an individual securities offering , such as an initial public offering , a prospectus is distributed by underwriters or other financial firms to potential investors. Today, prospectuses are most widely distributed through websites such as EDGAR and its equivalents in other countries. In a securities offering in

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2332-559: Is the change in water-level in the lock. The two deepest locks on the English canal system are Bath deep lock on the Kennet and Avon Canal and Tuel Lane Lock on the Rochdale Canal , which both have a rise of nearly 20 feet (6.1 m). Both locks are amalgamations of two separate locks, which were combined when the canals were restored to accommodate changes in road crossings. By comparison,

2438-721: The American Society of Civil Engineers in 1991. The locks comprise seven gates in four chambers which lift up to 50 feet (15 m) elevation change (depending on tides and river flow) with a usable width of 37 feet (11 m). The system is 3,565 feet (1,087 m) long, and can accommodate vessels up to 75 feet (23 m) long. Each of the four concrete constructed chambers are 210 by 40 feet (64 by 12 m). The canal and locks were built from 1870 to 1872. Much legal, organizational, and financial work had to be done before construction could begin. The Willamette Falls Canal and Locks Company (later renamed Portland General Electric )

2544-846: The Bollène lock on the River Rhône has a fall of at least 23 m (75 ft), the Leerstetten, Eckersmühlen and Hilpoltstein locks on the Rhine–Main–Danube Canal have a fall of 24.67 m (80.9 ft), each and the Oskemen Lock on the Irtysh River in Kazakhstan has a drop of 42 m (138 ft). The natural extension of the flash lock , or staunch, was to provide an upper gate (or pair of gates) to form an intermediate "pound" which

2650-509: The Chinese historical text Song Shi (compiled in 1345): The distance between the two locks was rather more than 50 paces, and the whole space was covered with a great roof like a shed. The gates were 'hanging gates'; when they were closed the water accumulated like a tide until the required level was reached, and then when the time came it was allowed to flow out. The water level could differ by 4 or 5 feet (1.2 or 1.5 m) at each lock and in

2756-601: The Corps of Engineers found an original incorporator of the company who stated that the total cost of the lock construction was $ 339,000, of which $ 35,000 was used to acquire the right of way, and a further $ 20,000 was used for "political extras", leaving the actual cost of construction as $ 284,000. On January 18, the company, from its headquarters at 93 Front Street, in Portland, called for sealed bids from contractors , with bidding to close at noon on March 1, 1871. Capt. Isaac W. Smith

2862-532: The Grand Canal the level was raised in this way by 138 feet (42 m). In medieval Europe a sort of pound lock was built in 1373 at Vreeswijk , Netherlands. This pound lock serviced many ships at once in a large basin . Yet the first true pound lock was built in 1396 at Damme near Bruges , Belgium. The Italian Bertola da Novate (c. 1410–1475) constructed 18 pound locks on the Naviglio di Bereguardo (part of

2968-470: The Grand Union . Operation of a staircase is more involved than a flight. Inexperienced boaters may find operating staircase locks difficult. The key worries (apart from simply being paralysed with indecision) are either sending down more water than the lower chambers can cope with (flooding the towpath, or sending a wave along the canal) or completely emptying an intermediate chamber (although this shows that

3074-477: The Kennet and Avon Canal . Prospectus (finance) A prospectus , in finance , is a disclosure document that describes a financial security for potential buyers. It commonly provides investors with material information about mutual funds , stocks , bonds and other investments, such as a description of the company's business, financial statements , biographies of officers and directors, detailed information about their compensation, any litigation that

3180-596: The Milan canal system sponsored by Francesco Sforza ) between 1452 and 1458. In Ancient Egypt, the river-locks was probably part of the Canal of the Pharaohs : Ptolemy II is credited by some for being the first to solve the problem of keeping the Nile free of salt water when his engineers invented the lock around 274/273 BC. All pound locks have three elements: The principle of operating

3286-742: The Portland metropolitan area , the four inter-connected locks are 25 miles upriver from the Columbia River at West Linn , just across the Willamette River from Oregon City . The locks were operated by the United States Army Corps of Engineers and served primarily pleasure boats. Passage through the locks was free for both commercial and recreational vessels. The locks were added to the National Register of Historic Places in 1974 and designated as an Oregon Historic Civil Engineering Landmark by

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3392-627: The Song dynasty (960–1279 CE). The Songshi or History of the Song Dynasty, volume 307, biography 66, records how Qiao Weiyue, a high-ranking tax administrator, was frustrated at the frequent losses incurred when his grain barges were wrecked on the West River near Huai'an in Jiangsu . The soldiers at one double slipway, he discovered, had plotted with bandits to wreck heavy imperial barges so that they could steal

3498-664: The Carrapatelo and Valeira locks on the Douro river in Portugal, which are 279 feet (85 m) long and 39 feet (12 m) wide, have maximum lifts of 115 and 108 feet (35 and 33 m) respectively. The two Ardnacrusha locks near Limerick on the Shannon navigation in Ireland have a rise of 100 feet (30 m). The upper chamber rises 60 feet (18 m) and is connected to the lower chamber by

3604-460: The Chesapeake and Ohio Canal, the lockkeepers were required to remove the windlasses from all lock paddles at night, to prevent unauthorized use. A swell was caused by opening suddenly the paddle valves in the lock gates, or when emptying a lock. To help boats traveling downstream exit a lock, the locksman would sometimes open the paddles to create a swell, which would help "flush" the boat out of

3710-582: The December 1870 annual meeting , Bernard Goldsmith and Joseph Teal, both of Portland, Orlando Humason and Jason K. Kelly, both of The Dalles , John F. Miller, of Salem , and David P. Thompson, of Oregon City were elected directors , who then on December 8, 1871, appointed company officers: Bernard Goldsmith, president; John F. Miller, vice-president; Joseph Teal, treasurer; and Septimus Huelat, from Oregon City, attorney and secretary. On February 3, 1871, supplemental articles of incorporation were filed, giving

3816-552: The Grand Union (Leicester) Canal, the Watford flight consists of a four-chamber staircase and three separate locks; and the Foxton flight consists entirely of two adjacent 5-chamber staircases. Where a very steep gradient has to be climbed, a lock staircase is used. There are two types of staircase, "real" and "apparent". A "real" staircase can be thought of as a "compressed" flight, where

3922-508: The State of Oregon would have an option to buy canal at its actual value. The company was also required to pay 10% of the net profit from tolls to the state for the first ten years, and 5% thereafter. In early 1869, the company sought investors by publishing a prospectus , which among other claims, predicted that 60,000 tons of freight and 20,000 passengers would pass through the canal and locks every year, which turned out to be an overstatement by

4028-532: The United States, a prospectus is required to be filed with the Securities and Exchange Commission (SEC) as part of a registration statement . The issuer may not use the prospectus to finalize sales until the registration statement has been declared effective by the SEC, meaning it appears to comply on its face with the various rules governing disclosure unless the sale of securities is exempt from registration. If

4134-473: The Willamette River. The canal and locks were built in part to break the market domination of the P.T. Co. over riverine transport on the Willamette. The Wallamet Falls Canal and Locks Company, with authorized capital of $ 300,000, was incorporated on September 14, 1868 by N. Haun, Samuel L. Stephens, of Clackamas County , and experienced steamboat captain Ephraim W. Baughman (1835–1921) to "locate and construct

4240-399: The actual town, located on the west side of the river just below the falls, had been washed away by a flood in December 1861. The deadline set by the legislature in the 1868 legislation proved to be impossible to meet. The subsidy was too small to attract investors. New legislation was approved in 1870. The 1870 law was substantially similar to the 1868 legislation, except that it increased

4346-470: The advent of canals in Britain. The sides of the turf-lock are sloping so, when full, the lock is quite wide. Consequently, this type of lock needs more water to operate than vertical-sided brick- or stone-walled locks. On British canals and waterways most turf-sided locks have been subsequently rebuilt in brick or stone, and so only a few good examples survive, such as at Garston Lock , and Monkey Marsh Lock , on

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4452-456: The areas around the gates, where masonry was set in for the hollow quoins and supports for the gates. Each hollow quoin weighed 2 tons. Wooden fenders were bolted to the lock sides to prevent harm to vessels coming into contact with the natural rock that formed the sides of the first and second locks. The third lock likewise was cut into solid rock, but with walls above the surface. Wooden fenders , backed by three-inch timber, were tied into

4558-597: The assistance of the underwriter acting as issue manager (also called a bookrunning manager or " bookrunner "). Publication of information in relation to the issue of securities in the United Kingdom is governed by the Prospectus Rules, which implement the European law Prospectus Directive. A prospectus must be published where certain types of securities either are offered to the public or are requested for admission on

4664-573: The boat entered the lock. Pulling on the rope slowed the boat, due to the friction of the rope against the post. A rope 2 + 1 ⁄ 2 inches (6.4 cm) in diameter and about 60 feet (18 meters) long was typically used on the Erie Canal to snub a boat in a lock. One incident, which took place in June 1873 on the Chesapeake and Ohio Canal, involved the boat the Henry C. Flagg and its drunk captain. That boat

4770-463: The bottom cill at all but the higher tides – the new bottom chamber rises just far enough to get the boat over the original lock cill. In China, the recently completed Three Gorges Dam includes a double five-step staircase for large ships, and a ship lift for vessels of less than 3000 metric tons. Examples of "apparent" staircases are Foxton Locks and Watford Locks on the Leicester Branch of

4876-436: The canal and locks, to Willamette Transportation and Locks Company for $ 500,000. Canal lock Locks are used to make a river more easily navigable, or to allow a canal to cross land that is not level. Later canals used more and larger locks to allow a more direct route to be taken. A pound lock is most commonly used on canals and rivers today. A pound lock has a chamber with gates at both ends that control

4982-617: The canal would cause frequent interruptions of the heavy road traffic. It can be emptied by pumping – but as this uses a lot of electricity the method used when water supplies are adequate is to drain the lock to a nearby burn . In 2016 the Kieldrecht Lock in the Port of Antwerp in Belgium took over the title of the world's largest lock from the Berendrecht Lock in the same port and still has

5088-538: The chambers so that some water from the emptying chamber helps to fill the other. This facility has long been withdrawn on the English canals, although the disused paddle gear can sometimes be seen, as at Hillmorton on the Oxford Canal . Elsewhere they are still in use; a pair of twinned locks was opened in 2014 on the Dortmund–Ems Canal near Münster , Germany. The once-famous staircase at Lockport, New York ,

5194-617: The chambers still have common gates, but the water does not pass directly from one chamber to the next, going instead via side ponds. This means it is not necessary to ensure that the flight is full or empty before starting. Examples of famous "real" staircases in England are Bingley and Grindley Brook . Two-rise staircases are more common: Snakeholme Lock and Struncheon Hill Lock on the Driffield Navigation were converted to staircase locks after low water levels hindered navigation over

5300-404: The chance of a boat finding a lock set in its favour. There can also be water savings: the locks may be of different sizes, so that a small boat does not need to empty a large lock; or each lock may be able to act as a side pond (water-saving basin) for the other. In this latter case, the word used is usually "twinned": here indicating the possibility of saving water by synchronising the operation of

5406-406: The cheers with three blasts from the steam whistle. Each lock raised the vessel ten feet. After Watkins had transited the locks into the upper river, Governor Grover made some congratulatory remarks to the president of the locks company. This was met with three cheers, for the company's president, Bernard "Ben" Goldsmith , Col. Teal, Capt. Isaac W. Smith, and the governor. Watkins was carrying

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5512-492: The cill bumper. Some canal operation authorities, primarily in the United States and Canada, call the ledge a miter sill (mitre sill in Canada). Gates are the watertight doors which seal off the chamber from the upper and lower pounds. Each end of the chamber is equipped with a gate, or pair of half-gates, traditionally made of oak or elm but now usually made of steel ). The most common arrangement, usually called miter gates ,

5618-401: The company broadly expanded authority to collect tolls, deal in water rights and real property, and own and operate industries and steamboats. The $ 200,000 in state-issued bonds were augmented by an additional $ 200,000 in bonds issued by the company. Both bond issues were sold at a discount, the state bonds at 80% and the private bonds at 77.5%, and the proceeds, of $ 315,500, were used to build

5724-514: The concept has been suggested in a number of cases, the only example in the world of a drop lock that has actually been constructed is at Dalmuir on the Forth and Clyde Canal in Scotland. This lock, of the single-chamber type, was incorporated during the restoration of the canal, to allow the replacement of a swing bridge (on a busy A road) by a fixed bridge, and so answer criticisms that the restoration of

5830-445: The contractors, a Mr. Jordan, disappeared, leaving unpaid debts to various creditors of about $ 28,000 or more, as well as unpaid wages of $ 6,000. The company agreed to pay the wage claims. Isaac W. Smith took over Jordan's place, with the objective to speed construction as fast as weather permitted, and put an additional workforce in the spring if 1872 to meet the company's deadline as set by the state. Between 300 and 500 men worked on

5936-415: The first four or five months after the locks opened. Afterwards, it was expected that the annual costs of repairs would not exceed $ 600. Staffing requirements were estimated to be one lock superintendent, at $ 125 per month, and two lock-tenders, at $ 50 each per month. Some proponents of the canal and locks believed that their existence had a "regulating" effect upon railroad freight rates, by competing with

6042-425: The flight quickly; and where water is in short supply, a single pump can recycle water to the top of the whole flight. The need for a flight may be determined purely by the lie of the land, but it is possible to group locks purposely into flights by using cuttings or embankments to "postpone" the height change. Examples: Caen Hill locks, Devizes . "Flight" is not synonymous with "Staircase" (see below). A set of locks

6148-512: The form of the now-disused Écluse des Lorraines , connecting the Canal latéral à la Loire with the River Allier . A drop lock can consist of two conventional lock chambers leading to a sump pound, or a single long chamber incorporating the sump – although the term properly applies only to the second case. As the pounds at either end of the structure are at the same height, the lock can only be emptied either by allowing water to run to waste from

6254-595: The full height of the cross braces on the bent. The entire timber wall was filled with stone. The gates were based on designs used in locks on the Monongahela River . Each swung on suspension rods mounted in iron brackets tied into masonry. The gates did not rest on rollers or tramways, and were easily worked by one man. Each gate had eight wickets , located near the bottom of the gate, with each wicket measuring 4 ft (1.2 m) by 2 ft (0.6 m). The locks were flooded and drained by opening and closing

6360-408: The funds, by January 1, 1871, the company was to expend at least $ 100,000 and complete construction, on the west side of the falls, a functioning canal, "constructed chiefly of cut stone, cement and iron, and otherwise built in a durable and permanent manner" with locks not less than 160 ft (49 m) long and 400 ft (122 m) wide." Upon completion, a commission appointed by the governor

6466-422: The gates, 71,000 pounds of iron for bolts for the canal walks, fenders and other components, not including iron used in machinery, derricks and other equipment, but only iron placed in the works. The locks were reported to be ready to pass vessels through on December 16, 1872, however the company intended to test the locks with a scow before letting any steamboats transit. A steamer was expected to be able to use

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6572-419: The guard lock. The guard lock was intended to prevent foods from flowing over the lower walls of the canal. In ordinary water conditions the guard lock would be left open, so as not to unnecessarily delay boats making the transit. Upstream (south) from the guard lock, the east side wall was timber-built, with bents 5 ft (1.5 m) apart. Each bent was bolted to the bedrock by three iron rods extending

6678-414: The intermediate pounds have disappeared, and the upper gate of one lock is also the lower gate of the one above it. However, it is incorrect to use the terms staircase and flight interchangeably: because of the absence of intermediate pounds, operating a staircase is very different from operating a flight. It can be more useful to think of a staircase as a single lock with intermediate levels (the top gate

6784-634: The level of water in the pound. In contrast, an earlier design with a single gate was known as a flash lock . Pound locks were first used in China during the Song dynasty (960–1279 CE), having been pioneered by the Song politician and naval engineer Qiao Weiyue in 984. They replaced earlier double slipways that had caused trouble and are mentioned by the Chinese polymath Shen Kuo (1031–1095) in his book Dream Pool Essays (published in 1088), and fully described in

6890-403: The lock gates could be replaced and the boat removed from the lock. To economise, especially where good stone would be prohibitively expensive or difficult to obtain, composite locks were made, i.e. they were constructed using rubble or inferior stone, dressing the inside walls of the lock with wood, so as not to abrade the boats. This was done, for instance, on the Chesapeake and Ohio Canal with

6996-414: The lock was 3 ft (0.9 m). A newspaper published at the time stated that the normal water depth in the river at the head of the canal was seven feet, and four and a half feet during low water seasons. This was sufficient to allow river boats to safety pass. Boats could transit the locks with up to 15 ft (4.6 m) of water on the upper guard lock gates. The guard lock was designed to allow

7102-403: The lock. A boatsman might ask for a back swell, that is, to open and shut the paddles a few times to create some waves, to help him get off the bank where he was stuck. If boats ran aground (from being overloaded) they sometimes asked passing crews to tell the upstream lock to give them an extra heavy swell, which consisted of opening all the paddles on the lock gate, creating a surge that affected

7208-504: The locks and canal. The initial design, in January 1869, was reported to have been for a canal was 2,500 feet long, and 40 feet wide, with three locks about 200 feet long. However, bids were solicited in early 1871, based on plans and specifications of Calvin Brown, which called for four locks, each 160 feet long, with the canal about 2,900 long, and a wooden wall the whole length of the canal, with

7314-734: The locks near the Paw Paw Tunnel . and also the Chenango Canal On large modern canals, especially very large ones such as ship canals , the gates and paddles are too large to be hand operated, and are operated by hydraulic or electrical equipment. On the Caledonian Canal the lock gates were operated by man-powered capstans , one connected by chains to open the gate and another to draw it closed. By 1968 these had been replaced by hydraulic power acting through steel rams. The construction of locks (or weirs and dams) on rivers obstructs

7420-428: The locks on December 25, 1872, however this proved impossible, because some of the gates were not working properly, and a few more days work would be necessary. Governor La Fayette Grover appointed three commissioners, former governor John Whiteaker , George R. Helm, and Lloyd Brook to examine the locks and accept them on behalf of the state if they were constructed in accordance with the law. The commissioners inspected

7526-441: The locks on Saturday, December 28, 1872. Maria Wilkins , a steamship, was the first vessel to use the locks. The locks were first placed in use on Wednesday, January 1, 1873. At 12:17 the small steamer Maria Watkins entered the first lock. Watkins was late, having been expected to arrive at 11:00 a.m. A large crowd of spectators cheered from alongside the walls of the lock as the steamer entered. The boat responded to

7632-487: The locks themselves built of masonry. Isaac W. Smith took over as chief engineer in February 1871, before construction began. Smith recommended that the wooden wall be replaced with one built of stone, that the length of all locks be increased to 210 feet, and that a fifth lock, known as the "guard" lock, 1200 feet along the canal from the fourth lock. The contracts were let out on this basis. However, after carrying out only

7738-424: The locks. Upon completion, the total length of the canal and locks was 3,600 ft (1,097 m), consisting of, from north (downstream) to south (upstream): The lift locks were of a type known as "combined" locks, with the lower gate of one lock functioning as the upper gate of the lock next below. The lifting lock walls stood 19 ft (5.8 m) above the lock floors, and were 5 ft (1.5 m) at

7844-461: The masonry was local basalt , except for the rock used for the hollow quoins, which was a some different basaltic type, but drawn from a quarry on the Clackamas River owned by someone named Baker. The masonry was set with hydraulic cement with no lime intermixture. The masonry walls were constructed of blocks of basalt , each weighing 1 to 2 tons. On completion, the maximum water depth in

7950-656: The new canal was low. This resulted in a sequential pair of locks, with gates pointing in opposite directions: one example was at Hall Green near Kidsgrove , where the southern terminus of the Macclesfield Canal joined the Hall Green Branch of the earlier Trent and Mersey Canal . The four gate stop lock near Kings Norton Junction, between the Stratford-upon-Avon Canal and the Worcester and Birmingham Canal

8056-528: The passage of fish. Some fish such as lampreys, trout and salmon go upstream to spawn. Measures such as a fish ladder are often taken to counteract this. Navigation locks have also potential to be operated as fishways to provide increased access for a range of biota. Locks can be built side by side on the same waterway. This is variously called doubling , pairing , or twinning . The Panama Canal has three sets of double locks. Doubling gives advantages in speed, avoiding hold-ups at busy times and increasing

8162-554: The project. About 100 men worked at night for most of the time. As of September 1871, the contractor was reported to have difficulty obtaining laborers and stonemasons, with only about 100 then being employed, with openings for 100 to 150 more. Reportedly that the "site of the works is healthy" and laborers would be paid wages equivalent to $ 2 per day in coin, with stonemasons receiving more. Masons and stone-cutters were paid from $ 5 to $ 6 per day, carpenters from $ 3 to $ 3.50 per day, and laborers received $ 2.50 per day. The monthly payroll

8268-670: The railroads for the shipper's business. On December 28, 1875, William Strong, W.H. Effinger, and Frank T. Dodge incorporated the Willamette Transportation and Locks Company, capitalized at $ 1,000,000, in shares of $ 100 each, with generally the same corporate purposes as the Willamette Falls Canal and Lock Company. On March 8, 1876, by a deed recorded in Clackamas County Willamette Falls Canal and Lock Company sold all its property, including

8374-406: The rates for carriage of freight on the Willamette River be reduced by this construction", and so it granted the company a subsidy of $ 150,000, to be paid in six annual installments of $ 25,000, starting on the date the canal and looks were completed, with the money to come from lands donated to the state of Oregon by the United States for internal improvement. As condition precedent to receipt of

8480-420: The rock with bolts. The fourth lock was almost entirely above the surface, with masonry walls on both sides. Each of the four lifting locks had a lift of 10 ft (3.0 m). The total fall, from low water above the works, to low water below, was 40 feet. The lower end of the canal had been cut 40 feet deep through solid basalt. About 700 ft (213 m) of the west wall was built of timber on top of

8586-469: The size of the lock and whether the water in the lock was originally set at the boat's level. Boaters approaching a lock are usually pleased to meet another boat coming towards them, because this boat will have just exited the lock on their level and therefore set the lock in their favour – saving about 5 to 10 minutes. However, this is not true for staircase locks, where it is quicker for boats to go through in convoy, and it also uses less water. The rise

8692-407: The spilled grain. In 984 Qiao installed a pair of sluice-gates two hundred and fifty feet apart, the entire structure roofed over like a building. By siting two staunch gates so close to one another, Qiao had created a short stretch of canal, effectively a pound-lock, filled from the canal above by raising individual wooden baulks in the top gate and emptied into the canal below by lowering baulks in

8798-422: The spoil too small, as the broken rock was intended to be used for the stonework . A temporary dam was projected to be needed across the upper end of the works. As of September 1871, two steam derricks and two blacksmith's shops were employed on the works. Gates were to be set in the eastern wall of the canal to allow use of the river's water by industries to be located along the canal. In November 1871, one of

8904-411: The staircase by moving sideways around each other; or at peak times, one can have all the chambers full simultaneously with boats travelling in the same direction. When variable conditions meant that a higher water level in the new canal could not be guaranteed, then the older company would also build a stop lock (under its own control, with gates pointing towards its own canal) which could be closed when

9010-411: The subsidy to $ 200,000, in the form of bonds payable in gold issued by the state of Oregon, to be issued upon posting of a surety bond in the amount of $ 300,000. The state-issued bonds were to fall due on January 1, 1881. Maximum tolls chargeable were in all circumstances to fifty cents per ton of freight and ten cents per passenger. The deadline for completion was rolled back to January 1, 1873. At

9116-413: The sump to a lower stream or drain, or (less wastefully) by pumping water back up to the canal. Particularly in the two-chamber type, there would be a need for a bypass culvert, to allow water to move along the interrupted pound and so supply locks further down the canal. In the case of the single-chamber type, this can be achieved by keeping the lock full and leaving the gates open while not in use. While

9222-488: The title for largest volume. In 2022 the IJmuiden sea lock serving the Port of Amsterdam became the world's largest lock by surface area. The lock is 500 m (1,600 ft) long, 70 m (230 ft) wide and has sliding lock gates creating a usable depth of 18 m (59 ft). The size of locks cannot be compared without considering the difference in water level that they are designed to operate under. For example,

9328-400: The top gate and raising ones in the lower. A turf-sided lock is an early form of canal lock design that uses earth banks to form the lock chamber, subsequently attracting grasses and other vegetation, instead of the now more familiar and widespread brick, stone, or concrete lock wall constructions. This early lock design was most often used on river navigations in the early 18th century before

9434-458: The top, with a batter of 3 inches per foot (25 cm/m). All walls had their foundation on solid rock. The guard lock wall was 16 ft (4.9 m) high above the guard lock floor, but otherwise was similar to the walls at the lifting locks. The lifting locks were referred to by number, with lock 1, the furthest downstream, being both the northernmost and the lowest. The first and second locks were cut entirely out of solid rock except for

9540-416: The water on the pound above sometimes causing boats to run aground. In addition, it raised the water level on the pound below, causing some boats to strike bridges or get stuck. On horse-drawn and mule-drawn canals, snubbing posts were used to slow or stop a boat in the lock. A 200-ton boat moving at a few miles an hour could destroy the lock gate. To prevent this, a rope was wound around the snubbing post as

9646-453: The whole pound below. On the Erie Canal, some loaded boats needed a swell to get out of the lock. Particularly lumber boats, being top heavy, would list to one side and get stuck in the lock, and needed a swell to get them out. Some lockkeepers would give a swell to anyone to help them on the way, but some would ask for money for the swell. The Erie Canal management did not like swelling for two reasons. First, it used too much water lowering

9752-452: The wickets, through the use of connecting rods. Two men were required to work each gate. There were two culverts under each gate sill to carry off mud and gravel which might otherwise impede the opening of the gates. Each lock gate was 22 ft (7 m) long and 20 ft (6 m) high. Buttresses 16 ft (4.9 m) thick reinforced the walls carrying the gates. The gates were opened and closed with cranks. The stone used for

9858-412: The work as needed. Rather than reduce the rock to powder, as on previous designs, these drills cut a ring into the rock about 2 inches in diameter, with the remaining portion of the rock, called the core, passing out through a water-cooled iron tube. Twenty to thirty holes were drilled on a daily basis. Each drill could bore five to seven feet per hour. Blasting had to be done carefully so as not to make

9964-548: The work by that time. Monthly payments to the contractors were based on the estimates of the supervising engineer, who lived at the works. The company held back 20% of the contract price as security for completion. Up to October 1872, the total cost of the work was estimated to have been $ 450,000, with about $ 50,000 more needed to be expended before completion. Blasting holes in the rock were cut by then-new steam-driven diamond-tipped drills manufactured by Severance & Holt, and mounted on small cars allowing them to be moved about

10070-676: The works. It was expected that the transit time could be cut down to one-half hour. Grover's support of the locks company was criticized a few years later, in 1878, in the Willamette Farmer (reprinted in the Oregon City Enterprise ), which described the then-former governor as a "senile nincompoop" a "lick spittle and fawning sycophant" and the chief of the "minions and tools" of the Oregon Steam Navigation Company , whose principals had, by 1878, acquired control of

10176-797: Was $ 50,000. On July 27, 1872, the Morning Oregonian reported that "sixty Chinamen are now employed at the locks at Linn City." The successful completion of the project was reported to have been "secured by treating the men kindly and considerately and paying them liberally and promptly." Additionally, it was reported that "the full pay of every man was never a minute behind time." Excavation consisted of 48,603 cubic yards (37,160 m) of rock, 1,334 cubic yards (1,020 m) of loose rock, and 1,659 cubic yards (1,268 m) of earth. Masonry installed comprised 900 cubic yards (688 m) of first class work, 4,423 cubic yards (3,382 m) of second class, and 700 cubic yards (535 m) of third class. There

10282-646: Was a gulch north (downstream) of the guard lock, which was filled in with 20,000 cubic yards (15,000 m) cubic yards of stone or 40,000 tons. Exclusive of the foundation walls and fenders , the project consisted of 1,138 lineal feet (347 m) of masonry, 1,042 ft (318 m) of timber walls above the guard lock, and 1,192 ft (363 m) of timber walls below the guard lock. Explosives used during construction included 18,000 pounds of giant powder and 10,000 pounds of black powder . Materials used in construction were 5,123 pounds of cement, 1,326,000 board feet of lumber, 180,700 pounds of iron for

10388-456: Was all that need be emptied when a boat passed through. This type of lock, called a pound lock was known in Imperial China and ancient Europe and was used by Greek engineers in the Canal of the Pharaohs under Ptolemy II (284 to 246 BC), when engineers solved the problem of overcoming the difference in height through canal locks . Pound locks were first used in medieval China during

10494-422: Was already leaking; the crew, having partially pumped the water out, entered Lock 74, moving in front of another boat. Because they failed to snub the boat, it crashed into and knocked out the downstream gates. The outrush of water from the lock caused the upstream gates to slam shut, breaking them also, and sending a cascade of water over the boat, sinking it. This suspended navigation on the canal for 48 hours until

10600-416: Was also a doubled set of locks. Five twinned locks allowed east- and west-bound boats to climb or descend the 60 feet (18 m) Niagara Escarpment , a considerable engineering feat in the nineteenth century. While Lockport today has two large steel locks, half of the old twin stair acts as an emergency spillway and can still be seen, with the original lock gates having been restored in early 2016. Loosely,

10706-501: Was claimed to have saved from $ 75,000 to $ 100,000 from the construction costs, but it was criticized at the time as not being in compliance with the standards established by the state for the construction of the canal. Various statements have been published as to the costs of the works. In 1893, a committee of the state legislature, in studying whether the state should purchase the locks, found that between $ 300,000 and $ 325,000 had been expended on construction. A study conducted in 1899 by

10812-514: Was formed in 1868 to build a navigation route around the falls. This company was incorporated by a special act of the legislature. At that time, all transshipment of freight across the Willamette Falls was controlled by the People's Transportation Company, often referred to as the P.T. Co. Ownership of this key point in the river gave the P.T. Co. the ability to quell all competition for shipping on

10918-412: Was invented by Leonardo da Vinci sometime around the late 15th century. On the old Erie Canal , there was a danger of injury when operating the paddles: water, on reaching a certain position, would push the paddles with a force which could tear the windlass (or handle) out of one's hands, or if one was standing in the wrong place, could knock one into the canal, leading to injuries and drownings. On

11024-588: Was replaced in 1914 by a pair of guillotine lock gates which stopped the water flow regardless of which canal was higher. These gates have been permanently open since nationalisation. The best known example of a round lock is the Agde Round Lock on the Canal du Midi in France. This serves as a lock on the main line of the canal and allows access to the Hérault River . A second French round lock can be found in

11130-454: Was the chief superintendent. E.G. Tilton was the chief Engineer; Tilton's assistant was J.A. Lessourd, who superintended the construction of the gates and the iron and wood work. Major King was the secretary for the project. A.H. Jordas, an engineer and architect from San Francisco, became one of the contractors and went on to supervise the work. The targeted completion date was December 1, 1872. The contractors were under heavy bond to finish

11236-434: Was to inspect the works to determine if they were constructed in compliance with the law, and if not, no subsidy would be paid. The company could charge tolls, for the first ten years after completion, of no more than seventy-five cents per ton for all freight, and twenty cents per passenger. After ten years, maximum tolls would fall to fifty cents per ton of freight and ten cents per passenger. Twenty years after completion,

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