USA > Washington > Benton County > History of the Yakima Valley, Washington; comprising Yakima, Kittitas, and Benton Counties, Vol. I > Part 39
USA > Washington > Kittitas County > History of the Yakima Valley, Washington; comprising Yakima, Kittitas, and Benton Counties, Vol. I > Part 39
USA > Washington > Yakima County > History of the Yakima Valley, Washington; comprising Yakima, Kittitas, and Benton Counties, Vol. I > Part 39
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The whole of the government reclamation work in this valley is officially designated as the Yakima Project, but it is divided into units known locally as the Sunnyside, Tieton and Wapato Projects. The source of water supply is the Yakima River and its tributaries, and to obviate any possibility of shortage the government has included in its plans the construction of five great reservoirs located at Bumping Lake, Lake Kachess, Lake Keechelus, McAllister Meadows and Lake Clealum. The first three have been completed and the fourth is now in process of construction. In addition to the irrigation work done by the Reclamation Service there are numerous canals under private and corporate ownership. The total area watered in this way is approximately 50,000 acres.
The Sunnyside Project is the oldest of the government units in point of development. The government took over the Sunnyside by purchase in 1905 and has expended $2,500,000 in its development. The canal is of earth, but has been recently improved in sections by concrete lining. Aside from lands watered by gravity flow, there have been added from time to time pumping plant units, the most recent being at Snipes Mountain, Outlook and Grand- view. Of the 130,000 acres that may be watered from the Sunnyside either directly or indirectly, 90,000 acres are now in crop for the season of 1918. The government crop report for the season of 1917 gave a total value of $8,006,233 for the production on 65,853 acres, an average of $121.67 per acre.
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HISTORY OF YAKIMA VALLEY
The Tieton Project is designed to irrigate 32,000 acres on the high lands west of Yakima. The government has made a total expenditure of $3,500,000 in developing this project and contemplates some additional improvements in the near future. About 26,000 acres of the Tieton Project is now producing. The canal was completed in 1912 and the orchards on the project are just coming into bearing. A branch of the Northern Pacific Railway was completed last year tapping the heart of the Tieton and solving its transportation prob- lems. The terminus of the road is at Tieton, which townsite is now being placed on the market.
The Wapato Project is on the Yakima Indian reservation and is designed to irrigate 120,000 acres. For the season of 1918, 75,000 acres will be cropped. Congress has recently passed an appropriation bill carrying $500,000 for ex- penditure on the Wapato Project within the present fiscal year. This will be used in extending canals to improve the system of distribution that new areas may be watered. Engineers in charge of the work estimate that an addi- tional 20,000 acres will be furnished with water for the season of 1919. The Indian Reclamation Service spent in the last two years $400,000 in building a diversion dam in the Yakima River at Union Gap and in beginning the im- provement of the canal system. Aside from the development of the Wapato project under water diverted from the Yakima River, the government plans ultimately to reclaim an additional 60,000 acres by water from storage reser- voirs located on Toppenish, Simcoe and Ahtanum creeks.
Development in the Yakima Valley is progressive, and will continue for the next ten years or more, depending upon the rate at which the government will appropriate money to mature its plans. There is no single project that is yet completed. There are 20,000 acres under the Sunnyside still to be re- claimed, though water is available and the distributive system completed. On the Tieton Project there are 6,000 acres of sagebrush land and on the Wapato Project 47,000 acres. Under the Sunnyside and the Tieton it is possible for every acre to be put in crop in 1919, and it is estimated that 6,500 acres of new land will be cropped in the present year, while under the Wapato Project the government is still developing the distributing system. Water is available, but canals and laterals must be excavated.
As an indication of preparation for progressive development of the Yakima Project, the government is spending this year over $1,500,000 in con- structive work distributed as follows: $500,000 on the Wapato Project, $150,000 on the Tieton, $35,000 at Clear Creek dam and $900,000 at McAllister Meadows storage. Private corporations are spending something like $400,000 in betterments. Several of the private corporations have contracted with the Reclamation Service for storage water supplementing their own diversions and guarding the future against losses by reason of shortage. To date the government has spent about $10,000,000 on the Yakima Project and contem- plates spending $10,000,000 more within the next ten or twenty years.
Large as the crop production was in 1917, increased acreage in farm crops on the one hand and increased maturity of orchards on the other insures larger crops for 1918 and for any normal year for many years to come. In the
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HISTORY OF YAKIMA VALLEY
matter of possibilities of fruit production alone Yakima Valley has 6,000 acres of orchard not yet come into bearing. A farm survey of Yakima County made by J. N. Price, county agriculturist, shows there is in crop this season 85,000 acres of alfalfa, 15,500 acres of corn, 32,000 acres of wheat, 14,000 acres of sugar beets, 12,000 acres of potatoes, 3,000 acres of oats, 7,000 acres of barley, 2,400 acres of beans and 46,000 acres of fruit. With this acreage all under irrigation and intensive cultivation, the yield of the 1918 harvest is certain to set a new high record for production.
The following tabulated statement of Yakima export crops for the year 1917 is made after careful checking with the transportation companies on the basis of actual shipments and rechecking with shippers as to the average re- turns. The tabulation shows the range and value of the exports only and does not take into consideration the part of the crop consumed at home or crops grown to feed stock subsequently marketed. For instance, it takes no account of the corn grown on 14,000 acres which was used for feed for meat or for dairy production, nor does it take into account the tonnage of sugar beets, but it does account for the output of the sugar factory.
SOME CONCLUDING STATISTICS
We are giving at the conclusion of this chapter a summary of the pro- ductions of Yakima and Benton counties for 1917. This was prepared by the Yakima Commercial Club. We are not able to segregate accurately the two counties, but it may be believed that the totals of each county would be approx- imately in the ratio of population, or about as five and a half to one for Yakima.
Cars FRUIT-
60 Strawberries-48,000 crates @ $3
$ 144,000
160 Cherries-1,200 tons @ &c pound
192,000
170 Prunes-170,000 crates @ 87c 147,500 1 1
8,700 Apples-6,525,000 boxes @ $1.25
8,156,250
1,750
Peaches-2,100,000 boxes @ 50c
1,050,000
1,950 Pears-994,500 boxes @ $1.30
1,292,850
7 Apricots-7,700 boxes @ $1
7,700
10 Grapes @ $600 per car.
6,000
480 Mixed Fruit @ $775 per car
372,000
240 Cantaloupes-96,000 crates @ $1.25
120,000
120 Watermelons-1,800 tons @ $20
36,000
13,647
$11,524,300
VEGETABLES-
200 Onions-3,000 tons @ $40.
$ 120,000
40 Turnips-600 tons @ $20
12,000
10 Green Corn @ $525 per car.
5,250
20 Carrots-300 tons @ $18.
5,400
25 Rutabagas-500 tons @ $20.
10,000
12 Cabbage-144 tons @ $30.
4,320
F
I
1
1
1
1
F
I
1
1
I
1
1
1
1
BEE RANCH, YAKIMA COUNTY
1
1
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HISTORY OF YAKIMA VALLEY
5 Asparagus-100,000 lbs. @ 121/2C 12,500
75 Tomatoes-85,050 crates @ 50c.
42,525
10 Green Peppers-200,000 lbs. @ 5c.
I
10,000
20 Squash-200 tons @ $20.
4,000
10 Pumpkins-100 tons @ $15
1,500
30 Beans-600 tons @ 6c 1b. 72,000
2,500 Potatoes-50,000 tons @ $20.
1,000,000
Garden Truck-miscellaneous
25,000
2,957
$ 1,324.495
HAY-
9,353 Alfalfa-140,295 tons @ $21
$ 2,946,195
12,000 tons fed to stock in transit @ $15 180,000
$ 3,126,195
GRAINS-
546
Wheat-764,750 bu. @ $1.90
$ 1,453,025
60 Oats-84,000 bu. @ 80c
67,200
44 Barley-61,600 bu. @ $1.15 70,840
650
$ 1,591,065
HOPS-
158 3,000,000 lbs. @ 12c.
$ 360,000
LIVESTOCK-
1,015
Sheep @ $2,750 per car.
$ 2,791,250
240 Hogs @ $2,700 per car
648,000
210 Beef @ $2,200 per car. 462,000
40 Cattle, breeder's stock, 1000 head @ $125. 125,000
132,000
6 Poultry-90,000 lbs. @ 211/2c.
19,500
1,551 Total Livestock $ 4,177,750
LIVESTOCK PRODUCTS-
72
Wool-2,300,000 1bs. @ 45c
$ 1,035,000
16 Hides, Pelts and Tallow
190,000
88 Total Livestock Products $ 1,225,000
DAIRY PRODUCTS-
233
Cream-350,000 gallons @ $1.20 $ 420,000
30 Butter-1,200,000 lbs. @ 45c
540,000
8 Cheese-300,000 lbs. @ 25c. 75,000
75 Condensed Milk-1,500 tons @ $200 300,000
346 Total Dairy Products
$ 1,335,000
40 Horses, 880 head @ $150.
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HISTORY OF YAKIMA VALLEY
285
SUGAR BEETS- Sugar-8,550 tons @ 61/4c 1b $ 1,068,750
206
Dried Pulp-3,100 tons @ $25 77,500
491 Total Sugar Beet Products $ 1,146,250
HONEY- 25 750,000 lbs. @ 1134c $
88,125
FRUIT AND VEGETABLE PRODUCTS-
635 Enumerated as follows :
400 cars Canned Fruits
130 cars Cider 65 cars Dried Apples 40 cars Grape Juice
Value $ 1,277,375
1,500 LUMBER $ 1,000,000
31,401
$28,175,555
It is believed by the secretary of the Yakima Commercial Club that the total product for 1918 will be $35,000,000.
We may add to the above that the figures of the state bureau of statistics for 1918 are not yet complete. For wheat, corn and potatoes, however, they are given as follows: Wheat, 1,104,200 bushels; corn, 690,900 bushels ; pota- toes, 2,059,025 bushels. These figures, it should be noted, are for Yakima County only. We shall give those of Benton County in a later chapter.
The bureau of statistics estimated the population of Yakima County as 62,043 on July 1, 1917.
CHAPTER III
THE TRANSPORTATION AGE
THE STEAMBOAT ERA-OREGON STEAM NAVIGATION COMPANY-CAPTAINS, PILOTS, AND PURSERS-THE PIONEER STAGE LINES-THE RAILROAD AGE- THE WAR ON THE RAILROAD-THE GREAT BOOM-NEW RAILWAY LINES- THE INTERURBAN RAILWAYS-WATER TRANSPORTATION
It is but trite and commonplace to say (yet these commonplace sayings embody the accumulated experience of the human race) that transportation is the very A B C of economic science. There can be no wealth without ex- change. There is no assignable value either to commodities or labor without markets.
New communities have always had to struggle with these fundamental problems of transportation. Until there can be at least some exchange of products there can be no real commercial life and men's labor is spent simply on producing the articles needful for daily bread, clothing and shelter. Most of the successive "Wests" of America have gone through that stage of simple existence. Some have gotten out of it very rapidly, usually by the discovery of the precious metals or the production of some great staple like furs, so much in demand and so scarce in distant countries as to justify expensive and even dangerous expeditions and costly transportation systems. During nearly all the first half of the Nineteenth Century the fur trade was that agency which created exchange and compelled transportation.
After the acquisition of Oregon and California by the United States there was a lull, during which there was scarcely any commercial life because there was nothing exchangeable or transportable.
Then suddenly came the dramatic discovery of gold in California which inaugurated there a new era of commercial life and hence demanded exten- sive transportation, and that was for many years necessarily by the ocean. The similar discovery in Oregon came ten years later. As we saw in an earlier chapter of this part there came on suddenly in the early sixties a rushing to- gether in old Walla Walla of a confused mass of eager seekers for gold, cattle range, and every species of the opportunities which were thought to exist in the "upper country." As men began to get the measure of the country and each other and to see something of what this land was going to become, the demand for some regular system of transportation became imperative.
THE STEAMBOAT ERA
The first resource was naturally by the water. It was obvious that team- ing from the Willamette Valley (the only productive region in the fifties and
329
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HISTORY OF YAKIMA VALLEY
the first year or two of the sixties) was too limited a means to amount to any- thing. Bateaux after the fashion of the Hudson's Bay Company would not do for the new era. Men could indeed drive stock over the mountains and across the plains, and did so to considerable degree. But as the full measure of the problem was taken it became clear to the active, ambitious men who flocked into the Walla Walla country (the first settled east of the Cascades) in 1858, 1859, and 1860, and particularly when the discovery of gold became known in 1861, that nothing but the establishment of steamboats on the Colum- bia and Snake rivers would answer the demand for a real system of transpor- tation commensurate with the situation.
To fully appreciate the era of steamboating and to revive the memories of the pioneers of this region in those halcyon days of river traffic, it is fitting that we trace briefly the essential stages from the first appearance of steamers on the Columbia River and its tributaries. To accomplish this section of the story we are incorporating here several paragraphis from "The Columbia River" by the author of this work.
The first river steamer of any size to ply upon the Willamette and Colum- bia was the "Lot Whitcomb." This steamer was built by Whitcomb and Jen- nings. J. C. Ainsworth was the first captain, and Jacob Kamm was the first engineer. Both of these men became leaders in every species of steamboating enterprise. In 1861 Dan Bradford and B. B. Bishop inaugurated a movement to connect the up-river region with the lower river by getting a small iron propeller called the "Jason F. Flint" from the east and putting her together at the Cascades, whence she made the run to Portland. The Flint has been named as first to run above the Cascades, but the author has the authority of Mr. Bishop for stating that the first steamer to run above the Cascades was the "Eagle." That steamer was brought in sections by Allen Mckinley to the upper Cascades in 1853, there put together, and set to plying on the part of the river between the Cascades and The Dalles. In 1854 the "Mary" was built and launched above the Cascades, the next year the "Wasco" followed, and in 1856 the "Hassalo" began to toot her jubilant horn at the precipices of the mid-Columbia. In 1859 R. R. Thompson and Lawrence Coe built the "Colonel Wright," the first steamer on the upper section of the river. In the same year the same men built at the upper Cascades a steamer called the "Venture." This craft met with a curious catastrophe. For on her very first trip she swung too far into the channel and was carried over the upper Cas- cades, at the point where the Cascade locks are now located. She was sub- sequently raised and rebuilt, and rechristened the "Umatilla."
This part of the period of steamboat building was contemporary with the Indian wars of 1855 and 1856. The steamers "Wasco," "Mary," and "Eagle" were of much service in rescuing victims of the murderous assault on the Cas- cades by the Klickitats.
While the enterprising steamboat builders were thus making their way up-river in the very teeth of Indian warfare steamboats were in course of construction on the Willamette. The "Jennie Clark" in 1854 and the "Carrie Ladd" in 1858 were built for the firm of Abernethy, Clark and Company. These both, the latter especially, were really elegant steamers for the time.
TRANSFER BOAT, FREDERICK BILLINGS, AT THE KENNEWICK INCLINE
3-
E. H. Moorehouse, Copyright
CASCADES OF THE COLUMBIA RIVER AT THE SUPPOSED "'BRIDGE OF THE GODS"
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HISTORY OF YAKIMA VALLEY
The close of the Indian wars in 1859 saw a quite well organized steamer service between Portland and The Dalles, and the great rush into the upper country was just beginning. The "Senorita," the "Belle," and the "Mult- nomah," under the management of Benjamin Stark, were on the run from Portland to the Cascades. A rival steamer, the "Mountain Buck," owned by Ruckle and Olmstead, was on the same route. These steamers connected with boats on the Cascades-Dalles section by means of portages five miles long around the rapids. There was a portage on each side of the river. That on the north side was operated by Bradford & Company, and their steamers were the "Hassalo" and the "Mary." Ruckle and Olmstead owned the portage on the south side of the river, and their steamer was the "Wasco." Sharp com- petition arose between the Bradford and Stark interests on one side and Ruckle and Olmstead on the other. The Stark company was known as the Columbia River Navigation Company, and the rival was the Oregon Trans- portation Company. J. C. Ainsworth now joined the Stark party with the "Carrie Ladd.' So efficient did this reinforcement prove to be that the Trans- portation Company proposed to them a combination. This was effected in April, 1859, and the new organization became known as the Union Transpor- tation Company. This was soon found to be too loose a consolidation to accomplish the desired ends, and the parties interested set about a new com- bination to embrace all the steamboat men from Celilo to Astoria. The result was the formation of the Oregon Steam Navigation Company, which came into legal existence on December 20, 1860. Its stock in steamboats, sailboats, wharfboats, and miscellaneous property was stated at $172,500.
Such was the genesis of the "O. S. N. Co." In a valuable article by Irene Lincoln Poppleton in the "Oregon Historical Quarterly" for September, 1908, to which we here make acknowledgments, it is said that no assessment was ever levied on the stock of this company, but that from the proceeds of the business the management expended in gold nearly three million dollars and paid out in dividends over two and a half million dollars. Never perhaps was there such a record of money-making on such capitalization.
The source of the enormous business of the Oregon Steam Navigation Company was the rush into Idaho, Montana and eastern Oregon and Wash- ington by the miners, cowboys, speculators and adventurers of the early six- ties. The up-river country, as described more at length in another chapter, was wakened suddenly from the lethargy of centuries, and the wilderness teemed with life. That was the great steamboat age. Money flowed in streams. Fortunes were made and lost in a day.
OREGON STEAM NAVIGATION COMPANY
When first organized in 1860, the Oregon Steam Navigation Company had a nondescript lot of steamers, mainly small and weak. The two portages, one of five miles around the Cascades and the other of fourteen miles from The Dalles to Celilo Falls, were unequal to their task. The portages at the Cascades on both sides of the river were made by very inadequate wooden tramways. That at The Dalles was made by teams. Such quantities of freight were discharged from the steamers that sometimes the whole portage
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HISTORY OF YAKIMA VALLEY
was lined with freight from end to end. The portages were not acquired by the company with the steamboat property, and as a result the portage owners reaped the larger share of the profits. During high water the portage on the Oregon side at the Cascades had a monopoly of the business and it took one< half the freight income from Portland to The Dalles. This was holding the whip-hand with a vengeance, and the vigorous directors of the steamboat com- pany could not endure it. Accordingly, they absorbed the rights of the port- age owners, and made a new portage around the Cascades on the Washington side. The company was reorganized under the laws of Oregon in October, 1863, with a declared capitalization of two million dollars.
Business on the river in 1863 was something enormous. Hardly ever did a steamer make a trip with less than two hundred passengers. Freight was offered in such quantities at Portland that trucks had to stand in line for blocks, waiting to deliver and receive their loads. New boats of a much better class were built. Two rival companies, the Independent Line and the People's Transportation Line, made a vigorous struggle to secure a share of the business, but they were eventually overpowered. Some conception of the amount of business may be gained from the fact that the steamers transported passengers to an amount of fares running from $1,000 to $6,000 a trip. On April 29, 1862, the "Tenino," leaving Celilo for the Lewiston trip, had a load amounting to $10,945 for freight, passengers, meals, and berths. The steam- ships sailing from Portland to San Francisco showed equally remarkable records. On June 25, 1861, the Sierra Navada conveyed a treasure shipment of $228,000; July 14th, $110,000; August 24th, $195,558; December 5th, $750,000. The number of passengers carried on The Dalles-Lewiston route in 1864 was 36,000 and the tons of freight were 21,834.
It was a magnificent steamboat ride in those days from Portland to Lewiston. The fare was sixty dollars; meals and berths, one dollar each. A traveler would leave Portland at five A. M. on, perhaps, the "Wilson G. Hunt," reach the Cascades, sixty-five miles distant, at eleven A. M., proceed by rail five miles to the upper Cascades, there transfer to the "Oneonta" or "Idaho" for The Dalles, passing in that run from the humid, low-lying, heavily tim- bered west-of-the-mountains, to the dry, breezy, hilly east-of-the-mountains. Reaching The Dalles, fifty miles farther east, he would be conveyed by another portage railroad, fourteen miles more, to Celilo. There the "Tenino," "Yakima," "Nez Perce Chief," or "Owyhee" was waiting. With the earliest light of the morning the steamer would head right into the impetuous cur- rent of the river, bound for Lewiston, two hundred and eighty miles farther yet, taking two days, sometimes three, though only one to return. Those steamers were mainly of the light-draught, stern-wheel structure, which still characterizes the Columbia River boats. They were swift and roomy and well adapted to the turbulent waters of the upper river.
CAPTAINS, PILOTS AND PURSERS
The captains, pilots, and pursers of that period were as fine a set of men as ever turned a wheel. Bold, bluff, genial, hearty, and obliging they were
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HISTORY OF YAKIMA VALLEY
even though given to occasional outbursts of expletives and possessing vol- uminous repertoires of "cusswords" such as would startle the effete East. Any old Oregonian who may chance to cast his eyes upon these pages will recall, as with the pangs of childhood homesickness, the forms and features of steam- boat men of that day; the polite yet determined Ainsworth, the brusque and rotund Reed, the bluff and hearty Knaggs, the frolicsome and never discon. certed Ingalls, the dark, powerful, and nonchalant Coe, the patriarchal beard of Stump, the loquacious "Commodore" Wolf, who used to point out to aston- ished tourists the "diabolical strata" on the banks of the river, the massive and good-natured Strang, the genial and elegant O'Neill, the suave and witty Snow, the tall and handsome Sampson, the rich Scotch brogue of McNulty, and dozens of others, whose combined adventures would fill a volume. One of the most experienced pilots of the upper river was Captain "Eph" Baugh- man, who has been running on the Snake and Columbia rivers for fifty years. and is living at the date of this publication. W. H. Gray, who came to Waiilatpu with Whitman as secular agent of the mission, became a river man of much skill. He gave four sons, John, William, Alfred, and James, to the service of the river, all four of them being skilled captains. A story nar- rated to the author by Capt. William Gray, now of Pasco, Washington, well illustrates the character of the old Columbia River navigators. W. H. Gray was the first man to run a sailboat of much size with regular freight up Snake River. That was in 1860 before any steamers were running on that stream. Mr. Gray built his boat, a fifty-ton sloop, on Oosooyoos Lake on the Okano- gan River. In it he descended that river to its entrance into the Columbia. Thence he descended the Columbia, running down the Entiat, Rock Island, Cabinet, and Priest Rapids, no mean undertaking of itself. Reaching the mouth of the Snake he took on a load of freight and started up the swift stream. At Five-mile Rapids he found that his sail was insufficient to carry the sloop up. Men had said that it was impossible. The crew all prophesied disaster. The stubborn captain merely declared, "There is no such word as fail in my dictionary." He directed his son and another of the crew to take the small boat, load her with a long coil of rope, make their way up the stream by towing the boat at the edge of the river, until they got above the rapid, then to come down and land on an islet of rock, fasten the rope to that rock, then pay it out till it was swept down the rapid. They were then to descend the rapid in the small boat. "Very likely you may be upset," added the skipper encouragingly, "but if you are, you know how to swim." They were upset, sure enough, but they did know how to swim. They righted their boat, picked up the end of the floating rope, and reached the sloop with it. The rope was attached to the capstan and the sloop was wound up by it above the swiftest part of the rapid to a point where the sail was sufficient to carry, and on they went rejoicing.
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