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Santa Fe Trail
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For other uses, see Santa Fe Trail (disambiguation).
Not to be confused with Santa Fe Rail Trail or Santa Fe River Trail.
Santa Fe Trail
Map of the Santa Fe Trail
Location
Missouri, Kansas, Oklahoma, Texas, New Mexico, Colorado
Established
1822
Governing body
National Park Service
Website
Santa Fe National Historic Trail
The Santa Fe Trail was a 19th-century transportation route through central North America that connected Independence, Missouri with Santa Fe, New Mexico. Pioneered in 1821 by William Becknell, it served as a vital commercial highway until the introduction of the railroad to Santa Fe in 1880. Santa Fe was near the end of the El Camino Real de Tierra Adentro which carried trade from Mexico City.
The route skirted the northern edge and crossed the north-western corner of Comancheria, the territory of the Comanches, who demanded compensation for granting passage to the trail, and represented another market for American traders. Comanche raiding farther south in Mexico isolated New Mexico, making it more dependent on the American trade, and provided the Comanches with a steady supply of horses for sale. By the 1840s, trail traffic along the Arkansas Valley was so heavy that bison herds could not reach important seasonal grazing land, contributing to their collapse, which in turn hastened the decline of Comanche power in the region. [1]
The Trail was used as the 1846 U.S. invasion route of New Mexico during the Mexican–American War.[2]
After the U.S. acquisition of the Southwest ending the Mexican–American War, the trail helped open the region to U.S. economic development and settlement, playing a vital role in the expansion of the U.S. into the lands it had acquired. The road route is commemorated today by the National Park Service as the Santa Fe National Historic Trail. A highway route that roughly follows the trail's path through the entire length of Kansas, the southeast corner of Colorado and northern New Mexico has been designated as the Santa Fe Trail National Scenic Byway.
Contents
[hide]
1 History
1.1 North–South trade
1.2 The importance of Santa Fe
1.3 Conflict between Texas and Mexico
2 Mother of the railroad
3 Route
4 Challenges
5 Historic preservation
6 Notable features
7 See also
8 References
9 Further reading
10 External links
History[edit]
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Arrival of the caravan at Santa Fe, lithograph published c.1844
A rest stop along the Santa Fe Trail.
Connections along the Santa Fe Railroad—Map shows the principal regular stops on the AT&SF mainline, including such famous cattle drive destinations as Dodge City. It is no accident that most of those Kansas, Colorado, and New Mexican towns were also first serviced by the Santa Fe Trail.
The Santa Fe Trail was a transportation route opened by the Spaniards at the end of the 18th century and used afterwards by the Americans in the 19th century, crossing the southwest of North America connecting Independence, Missouri with Santa Fe, New Mexico.
The French explorer Pedro Vial pioneered the route in 1792 and the Santa Fe Trail was established in 1828 to take advantage of new trade opportunities with Mexico which had just won independence from Spain in the Mexican War of Independence. The trail was used to haul manufactured goods from the state of Missouri in the United States to Santa Fe, which was in the northern Mexican state of Nuevo Mexico.[3]
The wagon trains followed various emigrant trails to points west as people responded to opportunity to hold free land, and the political philosophy of Manifest Destiny dominated national political discussions. Connecting the riverboat port cities and their wagon train outfitters to the destinations, the trail was a fundamentally important trade route, carrying manufactured products from the central plains of United States to the trail head towns St. Joseph and Independence, Missouri. In the 1820s–30s, it was also sporadically important in the reverse trade, carrying foods and supplies to the fur trappers and mountain men opening the remote Northwest, esp. in the Interior Northwest: Idaho, Wyoming, Colorado, and Montana—connecting via mule trail (trapper's trails) to points north to supply the lucrative overland fur trade.
North–South trade[edit]
Santa Fe was near the northern terminus of El Camino Real de Tierra Adentro, which led overland from Mexico City to San Juan Pueblo, New Mexico.
This limited trade traffic transited the site that would become Fort Bent in Colorado (directly on the Santa Fe Trail) and the short-lived trading fort (name, owner, management, dates all uncertain) that sat astride the Trapper's Trail and Oregon Trail junction point. This post was only eight miles east of the site of Fort John (now Ft. Laramie) (ca. 1833) on what became the Oregon Trail (1832–34).[4] The lost fort was on the same site where Fort Bernard was later founded (1866) in the eastern Oregon Country (Wyoming). That Fort Bernard ran cargo mule trains to the Santa Fe is historically certain. The earlier Fort and its traders are less so, and that gives weight that they might have been independents, and not employees of the large fur companies. Regardless of the lack of explicit documents, it is known the light trading with Mexico used the trail and Trapper's Trail.
The importance of Santa Fe[edit]
The Republic of Texas map showing lands claimed by Texas after 1836 and present-day outline of New Mexico on the boundaries of 1836–1845.
In 1825, the merchant Manuel Escudero of Chihuahua was commissioned by New Mexico governor Bartolome Baca to negotiate in Washington for opening U.S. borders to traders from Mexico. Beginning in 1826, prominent aristocratic families of New Mexicans, such as the Chávezes, Armijos, Pereas and Oteros entered into the commerce along the trail, such that by 1843, traders from New Mexico and Chihuahua had become the majority of traders involved in the traffic of goods over the Santa Fe Trail.[5]
In 1835, Mexico City had sent Albino Pérez to govern the department of New Mexico as Jefe Politico (political chief or governor) and as commanding military officer. In 1837, the forces of Rio Arriba (the upper Rio Grande, i.e., northern New Mexico) rebelled against Pérez' enforcement of the recent Mexican constitution, new revenue laws taxing Santa Fe commerce and entertainment, and the large grants of New Mexico land to wealthy Mexicans. New Mexicans had grown to appreciate the relative freedoms of a frontier, remote from Mexico City. The rebels defeated and executed governor Albino Perez, but were later ousted by the forces of Rio Abajo (the lower Rio Grande, or southern New Mexico) led by Manuel Armijo.[6]
Conflict between Texas and Mexico[edit]
The Republic of Texas claimed Santa Fe as part of the territory north and east of the Rio Grande claimed by both Mexico and Texas following its secession from Mexico in 1836.
In 1841, a small military and trading expedition departed from Austin, Texas representing the Republic of Texas and their president Mirabeau B. Lamar. Their aim was to persuade the people of Santa Fe and New Mexico to relinquish control over the territory under dispute with Mexico, and over the associated Santa Fe Trail commerce. Having knowledge of the recent political disturbances, they believed that they might be welcomed by the rebellious faction in New Mexico. Known as the Texan Santa Fe Expedition, the Texans encountered many difficulties and were subsequently captured by governor Armijo's Mexican army under less than honest negotiations. They were then subjected to harsh and austere treatment during a tortuous forced march to Mexico City, for trial and imprisonment.[7]
In 1842, Colonel William A. Christy wrote the president of Texas, Sam Houston, requesting support for a scheme by Charles Warfield to raise forces to overthrow the Mexican provinces of New Mexico and Chihuahua and return half of the spoils to the Republic of Texas. Sam Houston agreed, with the provision that the operation be held under the strictest secrecy. Charles was made a colonel and attempted to raise volunteers in Texas, St. Louis, and the southern Rockies for a Warfield Expedition. He recruited John McDaniel and a small band of men in the proximate vicinity of St. Louis, giving McDaniel the rank of a Texas captain. After Charles headed toward the Rockies with a companion, McDaniel led a robbery in the April, 1843 (in present-day Rice County, Kansas) of a sparsely manned Santa Fe Trail trading caravan, resulting in the murder of its leader Antonio José Chávez, the son of a former governor Francisco Xavier Chávez of New Mexico.[8][9] It was reported that Warfield was unaware of the crime, which later resulted in the execution of McDaniel and one accomplice, and in the imprisonment of those participants whom U.S. authorities were able to hunt down. The news media reported that Americans and Mexicans were outraged by the crime. Local merchants and citizens at the U.S. end of the Santa Fe Trail demanded justice and a return to the stable commerce that their economy had grown to depend upon.[5]
After the murder of Chávez, Warfield began limited military hostilities using recruits from the southern Rockies. He made an unprovoked attack on Mexican troops outside of Mora, New Mexico, leaving five dead. Warfield's horses were lost in Wagon Mound to the Mexican forces which had made chase, and after reaching Bent's Fort on foot, Warfield's men disbanded. In February, 1843 Colonel Jacob Snively had received a commission to intercept Mexican caravans along the Santa Fe Trail, similar to the commission received by Warfield the year prior. After disbanding the volunteers under his command, Warfield located and joined the 190 man Texas "Battalion of Invincibles," under the command of Snively. New Mexico governor Manuel Armijo led Mexican troops out of Santa Fe for the protection of the incoming caravans, but after the Invincibles wiped out an advanced party led by Captain Ventura Lovato, the governor retreated. Following this battle, Snively's force was reduced to little over 100 men due to resignations.[5] The Snively Expedition plan was to plunder Mexican merchant caravans on territory claimed by Texas, in retaliation for recent Texian executions and Mexican invasions, but it was quickly arrested and disarmed by United States escorting troops.[10] Captain Philip St. George Cooke allowed the Invincibles to return to Texas after disarming them.[5]
Mother of the railroad[edit]
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In 1863, with all the political bickering over railroad legislation, entrepreneurs opened their pockets and set their sights on the American Southwest leading to the gradual construction east to west of the Atchison, Topeka and Santa Fe Railway; the name eponymously reflecting the intentions of the founders, the expected eastern terminus to be in Atchison, Kansas.
Inside Kansas, the AT&SF roadbed roughly paralleled the Santa Fe Trail west of Topeka as it expanded between 1868 and 1874. When a railroad bridge was built across the Missouri River to connect eastern markets to the Dodge City cattle trail and Colorado coal mines, the railroad spurred the growth of Kansas City. Kansas City was on the opposite shore from Saint Joseph, Missouri, one of several trail head towns feeding settlers into the American West. Building the railway so that it extended westwards to destinations in and beyond the New Mexico border was delayed and kept the fledgling railroad gasping for cash. In a move to bootstrap their own base market, the railway began offering packaged "Shopping Excursion deals" to potential buyers desiring to look over a real estate parcel. The railroad began to discount such trips to visit its land offices and gave back the ticket price as part of the purchase price, if a sale was concluded.
The railroad's sale of its land granted by congress fostered growth of new towns and businesses along its route, which generated railway traffic and revenues. With this financial base, the railway extended west, gradually adding new connections through rougher west country along the western Trail. With the development of rail transport, traffic on the Trail soon dropped to merely local trade. In a sense, after World War I the trail was reborn; by the 1920s it gradually became paved automobile roads.
Route[edit]
The Santa Fe Trail Ruts at Fort Union.
The Santa Fe Trail highway sign in Cimarron, New Mexico.
End of the Santa Fe Trail marker on the Plaza in Santa Fe, New Mexico.
The eastern end of the trail was in the central Missouri town of Franklin on the north bank of the Missouri River. The route across Missouri first used by Becknell followed portions of the existing Osage Trace and the Medicine Trails. West of Franklin, the trail crossed the Missouri near Arrow Rock, after which it followed roughly the route of present-day U.S. Route 24. It passed north of Marshall, through Lexington to Fort Osage, then to Independence. Independence was also one of the historic "jumping off points" for the Oregon and California Trails.
West of Independence, it roughly followed the route of U.S. Route 56 from near the town of Olathe to the western border of Kansas. It enters Colorado, cutting across the southeast corner of the state before entering New Mexico. The section of the trail between Independence and Olathe was also used by immigrants on the California and Oregon Trails, which branched off to the northwest near Gardner, Kansas.
From Olathe, the trail passed through the towns of Baldwin City, Burlingame, and Council Grove, then swung west of McPherson to the town of Lyons. West of Lyons the trail followed nearly the route of present-day Highway 56 to Great Bend. Ruts in the earth made from the trail are still visible in several locations (Ralph's Ruts are visible in aerial photos at (38°21′35″N 98°25′20″W / 38.35959264°N 98.42225502°W / 38.35959264; -98.42225502).[11] At Great Bend, the trail encountered the Arkansas River. Branches of the trail followed both sides of the river upstream to Dodge City and Garden City.
West of Garden City in southwestern Kansas the trail splits into two branches. One of the branches, called the Mountain Route or the Upper Crossing through Raton Pass (of the Arkansas River) [12]:93[13]:133 continued to follow the Arkansas upstream in southeastern Colorado to the town of La Junta. At La Junta, the trail continued south into New Mexico to Fort Union at Watrous.
The other main branch, called the Cimarron Cutoff or Cimarron Crossing or Middle Crossing[12]:93[13]:133[14]:144 cut southwest across the Cimarron Desert (also known as the Waterscrape or La Jornada[14]:148) to the valley of the Cimarron River near the town of Ulysses and Elkhart then continued toward Boise City, Oklahoma, to Clayton, New Mexico, joining up with northern branch at Fort Union. This route was generally very hazardous because it had very little water.[15] In fact, the Cimarron River was one of the only sources of water along this branch of the trail.
From Watrous, the reunited branches continued southward to Santa Fe. Part of this route has been designated a National Scenic Byway.
Challenges[edit]
Travelers faced many hardships along the Santa Fe Trail. The trail was a challenging 900 miles (1,400 km) of arid plains, desert, and mountains. The natural climate was and is continental; very hot and dry summers, coupled with long and bitterly cold winters. Freshwater was scarce, and the high steppe-like plains are nearly treeless. Water flows in the Pecos, Arkansas, Cimarron, and Canadian rivers that drain the region vary by 90 or more percent in their flows during an average year. Also on this trail, unlike the Oregon trail, there was a serious danger of Native American attacks, for neither the Comanches nor the Apaches of the southern high plains tolerated trespassers. In 1825, Congress voted for federal protection for the Santa Fe Trail, even though much of it lay in the Mexican territory. Lack of food and water also made the trail very risky. Weather conditions, like huge lightning storms, gave the travelers even more difficulty. If a storm developed, there was often no place to take shelter and the livestock could get spooked. Rattlesnakes often posed a threat, and many people died due to snakebite. The caravan size increased later on to prevent Native American raids. The travelers also packed more oxen instead of mules because the Native Americans did not want to risk raiding the caravans only for some oxen.
Historic preservation[edit]
Segments of this trail in Missouri, Kansas, Oklahoma, and New Mexico are listed on the National Register of Historic Places.[16] In Missouri, this includes the 85th and Manchester "Three Trails" Trail Segment, Arrow Rock Ferry Landing, Santa Fe Trail-Grand Pass Trail Segments, and Santa Fe Trail-Saline County Trail Segments. The longest clearly identifiable section of the trail, Santa Fe Trail Remains, near Dodge City, Kansas, is listed as a National Historic Landmark.[17] In Colorado, Santa Fe Trail Mountain Route--Bent's New Fort is included on the National Register.
Notable features[edit]
Santa Fe Trail marker in Coolidge, Kansas
Santa Fe Trail Ruts, west of Larned, Kansas
Santa Fe Trail marker at the Cuerno Verde Rest Area, Colorado
Missouri[18]
Arrow Rock (Arrow Rock Landing, Santa Fe Spring, Huston Tavern)
Harvey Spring/Weinrich Ruts
Independence (Santa Fe trail Ruts, Lower Independence (Blue Mills) Landing, Upper Independence (Wayne City) Landing.
Kansas City (Westport Landing)
Kansas[18]
Kansas City (Shawnee Mission, Big Blue River Crossing)
Council Grove (Kaw Mission, Neosho River Crossing, Hermit’s Cave, Last Chance Store, Council Oak, Post Office Oak)
Fort Larned National Historic Site
Fort Dodge (Jackson’s Grove and Island, Santa Fe Trail Ruts, Middle Crossing, Point of Rocks, Fort Atkinson Site)
Mountain Route towards Colorado
Arkansas River Crossing
Colorado[18]
Mountain Route
Bent's Old Fort National Historic Site
Raton Pass
Cimarron Route thru Kansas towards Oklahoma
Cimarron River
Cimarron National Grassland
New Mexico[18]
Mountain Route
Clifton House
Cimarron (Aztec Mill, Cimarron Plaza and Well)
Philmont Scout Ranch
Cimarron Route
Kiowa National Grassland
Joint route
Fort Union National Monument
Pecos National Historical Park
Santa Fe
De Vargas Street House, "Oldest House in the USA"
Northern Rio Grande National Heritage Area
See also[edit]
MO: Jackson County Historic Places
KS: Johnson County Historic Places
OK: Cimarron County Historic Places
NM: Colfax County Historic Places
Oregon-California Trails Association
Pawnee Rock
Related National Park Units
Fort Larned National Historic Site
Bent's Old Fort National Historic Site
Fort Union National Monument
Santa Fe Trail Remains
Santa Fe Trail Museum, part of the Trinidad History Museum
Trailside Center museum in Kansas City, Missouri
Great Santa Fe Trail Horse Race Endurance Ride
Scenic byways in the United States
Tree in the Trail
References[edit]
Jump up ^ Hämäläinen, Pekka (2008). The Comanche Empire. Yale University Press. pp. 159–160. ISBN 978-0-300-12654-9.
Jump up ^ Magoffin, Susan Shelby; Lamar, Howard R: (1982). Drumm, Stella Madeleine, ed. Down the Santa Fe Trail and Into Mexico: The Diary of Susan Shelby Magoffin, 1846–1847. Copyright 1926, 1962 by Yale University Press. USA: Univ. of Nebraska Press. ISBN 978-0-8032-8116-5.
Jump up ^ Peters, Arthur King (1996-06-01). Seven trails West. Abbeville Press. p. 55.
Jump up ^ Founding date after the Battle of Pierre's Hole from consequent discovery of South Pass (1832) providing the last key bit of needed navigable landscape by the Astorians. The majority of the road was well known to the American Fur Company since 1808.
^ Jump up to: a b c d Marc Simmons, Murder on the Santa Fe Trail: an International Incident, 1843 The University of Texas El Paso (1987)
Jump up ^ Ray John de Aragon, Padre Martinez and Bishop Lamy Pan American Publishing Company (1978)
Jump up ^ Kendall, George (1884). "Narrative of the Texan Santa Fé Expedition - Wikiquote". en.wikiquote.org. Retrieved 2017-10-25.
Jump up ^ Hyslop, Stephen Garrison (2001-12-31). Bound for Santa Fe: The Road to New Mexico and the American Conquest, 1806-1848. University of Oklahoma Press. ISBN 9780806133898.
Jump up ^ "Kansas: A Encyclopedia of State History". Archived from the original on November 17, 2005.
Jump up ^ "REPUBLIC OF TEXAS | The Handbook of Texas Online| Texas State Historical Association (TSHA)". Tshaonline.org. Retrieved 2012-11-18.
Jump up ^ "Aerial Photos Topo Maps of Santa Fe Trail Ruts and Sites". Retrieved 2007-12-28.
^ Jump up to: a b Duffus, R. (1972). The Santa Fe Trail. Albuquerque: University of New Mexico Press. ISBN 978-0-8263-0235-9.
^ Jump up to: a b Vestal, Stanley (1996). The Old Santa Fe Trail. Lincoln: University of Nebraska Press. ISBN 978-0-8032-9615-2.
^ Jump up to: a b Stocking, Hobart (1971). The Road to Santa Fe. New York: Hastings House Publishers. ISBN 978-0-8038-6314-9.
Jump up ^ Samuel Gance, Anton ou la trajectoire d'un père, L'Harmattan, Paris, 2013. p.115.
Jump up ^ Gallagher, Joseph J., Alice Edwards, Lachlan F. Blair, and Hugh Davidson (March 8, 1993). "National Register of Historic Places Multiple Property Nomination Form: Historic Resources of the Santa Fe Trail, 1821–1880" (PDF). Retrieved 2007-04-10. CS1 maint: Multiple names: authors list (link)
Jump up ^ "National Historic Landmarks Program (NHL): Santa Fe Trail Remains". Archived from the original on May 1, 2015. Retrieved 2007-04-10.
^ Jump up to: a b c d Santa Fe trail, Official Map and Guide; National Park Service; Harpers Ferry, West Virginia; 1997
Further reading[edit]
Lalla Maloy Brigham, The Story of Council Grove on the Santa Fe Trail. 1921.
Almira Cordry, The Story of the Marking of the Santa Fe Trail by the Daughters of the American Revolution in Kansas and the State of Kansas. Crane Co., 1915.
Robert Luther Duffus, The Santa Fe Trail. New York: Longmans, Green, 1930.
William Patrick O'Brien. Merchants of Independence: International Trade on the Santa Fe Trail, 1827-1860 (2014)
Peters, Arthur K. (1996). Seven trail west. Abbeville Press. ISBN 1-55859-782-4.
William E. Unrau, Indians, Alcohol, and the Roads to Taos and Santa Fe. Lawrence, KS: University Press of Kansans, 2013.
External links[edit]
Find more aboutSanta Fe Trailat Wikipedia's sister projects
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Santa Fe National Historic Trail (National Park Service)
Santa Fe Trail Center
Santa Fe Trail Research
Santa Fe Trail Research Site Aerial Photo Tour of the Santa Fe Trail
Access documents, photographs, and other primary sources on Kansas Memory, the Kansas State Historical Society's digital portal
New Mexico Santa Fe Trail National Scenic Byway
Glorieta and Raton Passes: Gateways to the Southwest, a National Park Service Teaching with Historic Places (TwHP) lesson plan
Pioneer Trails from US Land Surveys
Oklahoma Digital Maps: Digital Collections of Oklahoma and Indian Territory
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Panama Canal locks
From Wikipedia, the free encyclopedia
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Sequence of locks and passages that a vessel passes through while transiting the Panama canal.
The Gatun Locks, looking north towards the Atlantic Ocean.
The Panama Canal locks (Spanish: Esclusas del Canal de Panamá) are a lock system that lifts a ship up 85 feet (26 metres) to the main elevation of the Panama Canal and down again. The original canal had a total of six steps (three up, three down) for a ship's passage. The total length of the lock structures, including the approach walls, is over 1.9 miles (3 km). The locks were one of the greatest engineering works ever to be undertaken when they opened in 1914. No other concrete construction of comparable size was undertaken until the Hoover Dam, in the 1930s.
There are two independent transit lanes, since each lock is built double. The size of the original locks limits the maximum size of ships that can transit the canal; this size is known as Panamax. Construction on the Panama Canal expansion project, which included a third set of locks, began in September 2007, finished by May 2016[1] and began commercial operation on 26 June 2016. The new locks allow transit of larger, New Panamax ships, which have a greater cargo capacity than the previous locks were capable of handling.[2]
Contents
[hide]
1 Design
2 Filling and draining
3 The gates
4 Mules
5 Safety features
6 Controls
7 Construction
8 Map
9 References
10 External links
Design[edit]
There are twelve locks in total. A two-step flight at Miraflores, and a single flight at Pedro Miguel, lift ships from the Pacific up to Gatun Lake; then a triple flight at Gatun lowers them to the Atlantic side. All three sets of locks are paired; that is, there are two parallel flights of locks at each of the three lock sites. This, in principle, allows ships to pass in opposite directions simultaneously; however, large ships cannot cross safely at speed in the Culebra Cut, so in practice ships pass in one direction for a time, then in the other, using both "lanes" of the locks in one direction at a time.
Play media
24-hour time-lapse of the upper chamber of the Miraflores Locks
The lock chambers are 110 ft (33.53 m) wide by 1,050 ft (320 m) long, with a usable length of 1,000 ft (305 m). These dimensions determine the maximum size of ships that can use the canal; this size is known as Panamax. The total lift (the amount by which a ship is raised or lowered) in the three steps of the Gatun locks is 85 ft (25.9 m); the lift of the two-step Miraflores locks is 54 ft (16 m). The single-step Pedro Miguel locks have a lift of 31 ft (9.4 m). The lift at Miraflores actually varies due to the extreme tides on the Pacific side, between 43 ft (13 m) at extreme high tide and 64.5 ft (20 m) at extreme low tide; tidal differences on the Atlantic side are very small.
The lock chambers are massive concrete structures. The side walls are from 45 to 55 ft (14 to 17 m) thick at the bases; toward the top, where less strength is required, they taper down in steps to 8 ft (2.4 m). The center wall between the chambers is 60 ft (18 m) thick and houses three galleries that run its full length. The lowest of these is a drainage tunnel; above this is a gallery for electrical cabling; and toward the top is a passageway that allows operators to gain access to the lock machinery.
Filling and draining[edit]
Each lock chamber requires 26,700,000 US gal (101,000 m3) of water to fill it from the lowered to the raised position; the same amount of water must be drained from the chamber to lower it again.[1] Embedded in the side and centre walls are three large water culverts that are used to carry water from the lake into the chambers to raise them, and from each chamber down to the next, or to the sea, to lower them. These culverts start at a diameter of 22 ft (6.71 m) and reduce to 18 ft (5.49 m) in diameter, large enough to accommodate a train. Cross culverts branch off from these main culverts, running under the lock chambers to openings in the floors. There are fourteen cross culverts in each chamber, each with five openings; seven cross culverts from the sidewall main culverts alternate with seven from the centre wall culvert.
The water is moved by gravity and is controlled by huge valves in the culverts. Each cross culvert is independently controlled. A lock chamber can be filled in as little as eight minutes. There is significant turbulence in the lock chamber during this process[citation needed].
The gates[edit]
Gates of the Gatun locks open for a cruise ship making its way down to the Caribbean end of the canal. The gates at both ends of the upper chamber are doubled for safety.
Miraflores locks
The gates separating the chambers in each flight of locks must hold back a considerable weight of water, and must be both reliable and strong enough to withstand accidents, as the failure of a gate could unleash a catastrophic flood of water downstream.
These gates are of enormous size, ranging from 47 to 82 ft (14.33 to 24.99 m) high, depending on position, and are 7 ft (2.13 m) thick. The tallest gates are at Miraflores, due to the large tidal range there. The heaviest leaves weigh 662 t (730 short tons; 652 long tons); the hinges themselves each weigh 16.7 t (36,817 lb). Each gate has two leaves, 65 ft (19.81 m) wide, which close to a "V" shape with the point upstream. This arrangement has the effect that the force of water from the higher side pushes the ends of the gates together firmly. The gates can be opened only when, in the operating cycle, the water level on both sides is equal.
The original gate machinery consisted of a huge drive wheel, powered by an electric motor, to which was attached a connecting rod, which in turn attached to the middle of the gate. These mechanisms were replaced with hydraulic struts beginning in January 1998, after 84 years of service. The gates are hollow and buoyant, much like the hull of a ship, and are so well balanced that two 19 kW (25 hp) motors are enough to move each gate leaf. If one motor fails, the other can still operate the gate at reduced speed.
Each chamber also contains a pair of auxiliary gates, which can be used to divide the chamber in two. This design allows for the transit of smaller vessels, such as canal tugs, without using the full quantity of water. The auxiliary gates were originally incorporated because the overwhelming majority of all ships of the early 1900s were less than 600 ft (183 m) long and therefore did not need the full length of the lock chamber. Nowadays these gates are rarely used; instead, small boats such as tour boats, tugs, and yachts are passed in groups.
Mules[edit]
A mule in action at the Miraflores locks. The Miraflores Visitors Center is in the background.
From the outset, it was considered an important safety feature that ships be guided through the lock chambers by electric locomotives, known as mulas (mules, named after the animals traditionally used to cross the isthmus of Panama), running on the lock walls. These mules are used for side-to-side and braking control in the locks, which are narrow relative to modern-day ships. Forward motion into and through the locks is actually provided by the ship's engines and not the mules. A ship approaching the locks first pulls up to the guide wall, which is an extension of the centre wall of the locks, where it is taken under control by the mules on the wall before proceeding into the lock. As it moves forward, additional lines are taken to mules on the other wall. With large ships, there are two mules on each side at the bow, and two each side at the stern—eight in total, allowing for precise control of the ship.
The mules themselves run on rack tracks with broad gauge, 5 ft,[3] to which they are geared. Traction is by electric power, supplied through a third rail laid below surface level on the land side. Each mule has a powerful winch, operated by the driver; these are used to take two cables in or pay them out in order to keep the ship centred in the lock while moving it from chamber to chamber. With as little as 2 ft (60 cm) of clearance on each side of a ship, considerable skill is required on the part of the operators.
Smaller vessels, such as small tour boats and private yachts, are taken as handline transits, where mooring lines to the lock walls are handled manually by line handlers on the ship.
Safety features[edit]
A failure of the lock gates—for example, caused by a runaway ship hitting a gate—could unleash a flood on the lands downstream of the locks, as the lake above the locks (Gatun Lake or Miraflores Lake) drains through the lock system. Extra precaution against this is provided by doubling the gates at both ends of the upper chamber in each flight of locks; hence, there are always at least two gates in each flight of locks that would have to fail to allow the higher level of water to pass downstream. The additional gates are 70 ft (21 m) away from the operating gates.
Fender chain (circa 1938)
Originally the locks also featured chain barriers, which were stretched across the lock chambers to prevent a ship from running out of control and ramming a gate, and which were lowered into the lock floor to allow the ship to pass. These fender chains featured elaborate braking mechanisms to allow a ship of up to 10,000 tons to be safely stopped. However, given the precise control of ships made possible by the mules, it was very unlikely that these chains would ever be required. With many modern canal users weighing over 60,000 tons, and given the expense of maintaining them, the fender chains were reduced in number in 1976 and finally removed in 1980.
Beyond this, the original design of the locks had yet another safety feature, emergency dams that could be swung across the locks at the upper end of every flight. These consisted of swinging bridges, from which girders were lowered to the lock floor; steel shutters could then be run down these girders to block the flow of water. Monthly drills were held, by night and day, to make sure that these dams could be deployed in an emergency.
In the late 1930s, the original dams were replaced by new dams, which were raised out of slots in the bottom of the lock chambers, either hydraulically or by compressed air. The new dams were themselves retired in the late 1980s, and today, no emergency dams are in place.
Controls[edit]
Since all the lock equipment is operated electrically, the process of locking a ship up or down can be controlled from a central control room, which is located on the centre wall of the upper flight of locks. The controls were designed from the outset to minimise the chance of operator error and include a complete model of the locks, with moving components that mirror the state of the real lock gates and valves. In this way, the operator can see exactly what state the locks and water valves are in.
Mechanical interlocks are built into the controls to make sure that no component can be moved while another is in an incorrect state—for example, opening the drain and filling the valves of a lock chamber simultaneously.
Construction[edit]
Gatun Locks under construction, circa 1913
The middle wall of Gatun locks, during construction, in 1910. The man standing below and right of the culvert illustrates the scale.
The main culvert forms are seen in the foreground here during construction; behind can be seen the towering wall forms.
The construction of the locks began with the first concrete laid at Gatun, on August 24, 1909, by the Philadelphia-based company Day & Zimmermann (formerly known as Dodge & Day).
The Gatun locks are built into a cut made in a hill bordering the lake, which required the excavation of 5,000,000 cubic yards (3,800,000 cubic metres) of material, mostly rock. The locks themselves were made of 2,046,100 cu yd (1,564,000 m3) of concrete.
The quantity of material needed to construct the locks required extensive measures to be put in place to handle the stone and cement. Stone was brought from Portobelo to the Gatun locks, while the work on the Pacific side used stone quarried from Ancon Hill.
Huge overhead cableways were constructed to transport concrete into the construction at Gatun. 85 ft (26 m) high towers were built on the banks of the canal, and cables of 2.5 in (6 cm) steel wire were strung between them to span the locks. Buckets running on these cables carried up to six tons of concrete at a time into the locks. Electric railways were constructed to take stone, sand, and cement from the docks to the concrete mixing machines, from where another electric railway carried two 6-ton buckets at a time to the cableways. The smaller constructions at Pedro Miguel and Miraflores used cranes and steam locomotives in a similar manner.
Concrete is normally moulded in formwork, temporary structures that give shape to the concrete as it sets. For a simple construction, these would normally be made of wood, but the scale of the locks demanded extraordinary forms.
The forms for the walls consisted of towers, fronted with braced vertical sheets, 7.5 in (19 cm) thick, mounted on rails to allow the locks to be constructed in sections. A section of lock would be poured behind the form, and when it was set, the form would be moved to do the next section. Each of the twelve towers was 78 ft (24 m) high by 36 ft (11 m) wide. The forms for the culverts were made of steel and were collapsible so they could be removed and moved along after each section of culvert had set. In all, there were 33 forms for the centre and side-wall culverts, each 12 ft (3.7 m) long, and 100 smaller forms for the lateral culverts.
The Pacific-side locks were finished first—the single flight at Pedro Miguel in 1911 and Miraflores in May 1913.
The seagoing tug Gatun, an Atlantic entrance working tug used for hauling barges, made the first trial lockage of Gatun Locks on September 26, 1913. The lockage went perfectly, although all valves were controlled manually since the central control board was not yet ready.
Map[edit]
Aerial view of Gatun Locks, Panama Canal. On top, several vessels waiting at Gatun Lake to cross the locks. At the bottom is exit canal to the Atlantic Ocean (Caribbean Sea). At the left of the existing locks, the construction area for the new set of locks with water saving chambers part of the Panama Canal expansion project which opened for traffic on June 2016.[2]
[hide]
[
v
t
e
]
Panama Canal
Legend
km
mi
Atlantic Ocean(Caribbean Sea)
0 Atlantic Entrance,Manzanillo Bay Breakwater entrance
8.7
5.4
[show]Port of Colón (Cristóbal)
Colón, cruise terminal, MIT, Free Trade Zone, airport
Cristóbal harbor,Atlantic passenger station
Third Bridge or Atlantic bridge
1.9
1.2
Gatun Locks3 chambers, +26 m (85 ft)
new Agua Clara Locks(3 chambers; water saving basins)
Gatun Dam,Chagres River hydroelectricity (22.5 MW)[4], spillway
24.2
15.0
Gatun Lake
Gatún River, causeway, Monte Lirio bridge
8.5
5.3
Gamboa
Chagres River,Madden Dam, Alajuela Lake
with hydroelectricity (36 MW)[4]
12.6
7.8
Culebra Cut(Gaillard Cut)
Continental watershed, summit
Centennial Bridge (Pan-American Highway, via Panama City)
1.4
0.9
Pedro Miguel Locks1 chamber, +9.5 m (31 ft)
new Cocoli Locks(3 chambers; water saving basins)
1.7
1.1
Miraflores Lake
1.7
1.1
Miraflores Locks2 chambers, +16.5 m (54 ft); spillway
13.2
8.2
[show]Port of Balboa
Diablo, Corozal passenger station, Airport, Rail terminal
Balboa
total
Bridge of the Americas (Arraiján–Panama City)
77.1
47.9
Pacific Entrance
Pacific Ocean(Gulf of Panama)
Legend
Navigable canal(maximum draft: 39.5 feet (12.0 m))
Non-navigable water
Dock, industrial or logistical area
Water flow direction
Panama Canal Railway(passenger station, freight station)
City, village or town
References[edit]
Jump up ^ "Panama Canal Expansion Project report - October 2012" (PDF). Panama Canal Authority. (in English)
^ Jump up to: a b The Associated Press (2016-06-26). "Panama Canal Opens $5B Locks, Bullish Despite Shipping Woes". The New York Times. Retrieved 2016-06-26.
Jump up ^ "The Panama Canal Locomotives". panamarailroad. Retrieved 2012-12-11.
^ Jump up to: a b "Hydroelectric Plants in Panama". 2015-07-05. Retrieved 2016-06-26.
^ Panama Canal Authority FAQ
History Of The Panama Canal, by Ira E. Bennett
A History of the Panama Canal, from the Panama Canal Authority
Cement And Concrete, from The Builders of the Panama Canal, CZ Brats
The Panama Canal, by Colonel George W. Goethals
Original Emergency Dam being tested at the Gatun Locks
External links[edit]
Media related to Panama Canal locks at Wikimedia Commons
[show]
v
t
e
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Panamax
Gatun Dam
Gatun Lake
Chagres River
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Bridge of the Americas
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Atlantic Bridge
Locations
Atlantic side
Colón
Cristóbal port
Rainbow City
Limon Bay
Enrique Adolfo Jiménez Airport
Gatún
Passage
Gatun Lake
Culebra Cut
Pacific side
Balboa
Albrook Airport
Gamboa
Panama City
Expansion
2006 referendum
Atlantic Bridge
New Panamax / Post-Panamax
History
People
Philippe-Jean Bunau-Varilla
John G. Claybourn
Ephraim S. Claybourn
William Nelson Cromwell
David du Bose Gaillard
George Washington Goethals
William Crawford Gorgas
Ferdinand de Lesseps
John Frank Stevens
Construction
1903 Hay–Bunau-Varilla Treaty
1921 Thomson–Urrutia Treaty
Isthmian Canal Commission (1904–1906)
Health measures
Panama Canal Museum
Box 25
US Canal Zone
(1904–1979/99)
World War II
1977 Torrijos–Carter Treaties
Former US military
installations
Airfields
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1909 in the United States
From Wikipedia, the free encyclopedia
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1909 in the United States
Years
1907
1908
1909
1910
1911
Flag
46 stars (1908–12)
Timeline of United States history
History of the United States (1865–1918)
Events from the year 1909 in the United States.
Contents
[hide]
1 Incumbents
1.1 Federal Government
1.2 Governors
1.3 Lieutenant Governors
2 Events
2.1 January–March
2.2 April–June
2.3 July–September
2.4 October–December
2.5 Undated
2.6 Ongoing
3 Births
4 Deaths
5 See also
6 References
7 External links
Incumbents[edit]
William Howard Taft, President from March 4
Federal Government[edit]
President: Theodore Roosevelt (R-New York) (until March 4), William Howard Taft (R-Ohio) (starting March 4)
Vice President: Charles W. Fairbanks (R-Indiana) (until March 4), James S. Sherman (R-New York) (starting March 4)
Chief Justice: Melville Fuller (Illinois)
Speaker of the House of Representatives: Joseph Gurney Cannon (R-Illinois)
Congress: 60th (until March 4), 61st (starting March 4)
[show]Governors and Lieutenant Governors
Governors[edit]
Governor of Alabama: B. B. Comer (Democratic)
Governor of Arkansas:
until January 11: Xenophon Overton Pindall (Democratic)
January 11-January 14: Jesse M. Martin (Democratic)
starting January 14: George Washington Donaghey (Democratic)
Governor of California: James Gillett (Republican)
Governor of Colorado: Henry Augustus Buchtel (Republican) (until January 12), John F. Shafroth (Democratic) (starting January 12)
Governor of Connecticut:
until January 6: Rollin S. Woodruff (Republican)
January 6-April 21: George L. Lilley (Republican)
starting April 21: Frank B. Weeks (Republican)
Governor of Delaware: Preston Lea (Republican) (until January 19), Simeon S. Pennewill (Republican) (starting January 19)
Governor of Florida: Napoleon B. Broward (Democratic) (until January 5), Albert W. Gilchrist (Democratic) (starting January 5)
Governor of Georgia: Hoke Smith (Democratic) (until June 26), Joseph M. Brown (Democratic) (starting June 26)
Governor of Idaho: Frank R. Gooding (Republican) (until January 4), James H. Brady (Republican) (starting January 4)
Governor of Illinois: Charles S. Deneen (Republican)
Governor of Indiana: J. Frank Hanly (Republican) (until January 11), Thomas R. Marshall (Democratic) (starting January 11)
Governor of Iowa: Warren Garst (Republican) (until January 14), Beryl F. Carroll (Republican) (starting January 14)
Governor of Kansas: Edward W. Hoch (Republican) (until January 11), Walter R. Stubbs (Republican) (starting January 11)
Governor of Kentucky: Augustus E. Willson (Republican)
Governor of Louisiana: Jared Young Sanders, Sr. (Democratic)
Governor of Maine: William T. Cobb (Republican) (until January 6), Bert M. Fernald (Republican (starting January 6)
Governor of Maryland: Austin Lane Crothers (Democratic)
Governor of Massachusetts: Curtis Guild, Jr. (Republican) (until January 7), Eben Sumner Draper (Republican) (starting January 7)
Governor of Michigan: Fred M. Warner (Republican)
Governor of Minnesota: John A. Johnson (Democratic) (until September 21), Adolph O. Eberhart (Republican) (starting September 21)
Governor of Mississippi: Edmond Noel (Democratic)
Governor of Missouri: Joseph W. Folk (Democratic) (until January 11), Herbert S. Hadley (Republican) (starting January 11)
Governor of Montana: Edwin L. Norris (Democratic)
Governor of Nebraska: George L. Sheldon (Republican) (until January 7), Ashton C. Shallenberger (Democratic) (starting January 7)
Governor of Nevada: Denver S. Dickerson (Silver)
Governor of New Hampshire: Charles M. Floyd (Republican) (until January 7), Henry B. Quinby (Republican) (starting January 7)
Governor of New Jersey: John Franklin Fort (Republican)
Governor of New York: Charles Evans Hughes (Republican)
Governor of North Carolina: Robert Broadnax Glenn (Democratic) (until January 12), William Walton Kitchin (Democratic) (starting January 12)
Governor of North Dakota: John Burke (Democratic)
Governor of Ohio: Andrew L. Harris (Republican) (until January 11), Judson Harmon (Democratic) (starting January 11)
Governor of Oklahoma: Charles N. Haskell (Democratic)
Governor of Oregon: George Chamberlain (Democratic) (until March 1), Frank W. Benson (Republican) (starting March 1)
Governor of Pennsylvania: Edwin Sydney Stuart (Republican)
Governor of Rhode Island: James H. Higgins (Democratic) (until January 5), Aram J. Pothier (Republican) (starting January 5)
Governor of South Carolina: Martin Frederick Ansel (Democratic)
Governor of South Dakota: Coe I. Crawford (Republican) (until January 5), Robert S. Vessey (Republican) (starting January 5)
Governor of Tennessee: Malcolm R. Patterson (Democratic)
Governor of Texas: Thomas Mitchell Campbell (Democratic)
Governor of Utah: John Christopher Cutler (Republican) (until January 4), William Spry (Republican) (starting January 4)
Governor of Vermont: George H. Prouty (Republican)
Governor of Virginia: Claude A. Swanson (Democratic)
Governor of Washington:
until January 27: Albert E. Mead (Republican)
January 27-March 28: Samuel G. Cosgrove (Republican)
starting March 28: Marion E. Hay (Republican)
Governor of West Virginia: William M. O. Dawson (Republican) (until March 4), William E. Glasscock (Republican) (starting March 4)
Governor of Wisconsin: James O. Davidson (Republican)
Governor of Wyoming: Bryant B. Brooks (Republican)
Lieutenant Governors[edit]
Lieutenant Governor of Alabama: Henry B. Gray (Democratic)
Lieutenant Governor of California: Warren R. Porter (Republican)
Lieutenant Governor of Colorado: Erastus Harper (Republican) (until January 12), Stephen R. Fitzgarrald (Republican) (starting January 12)
Lieutenant Governor of Connecticut:
until January 6: Everett J. Lake (Republican)
January 6-April 21: Frank B. Weeks (Republican)
starting April 21: vacant
Lieutenant Governor of Delaware: Isaac T. Parker (Republican) (until January 19), John M. Mendinhall (Republican) (starting January 19)
Lieutenant Governor of Idaho: Ezra A. Burrell (Republican) (until January 4), Lewis H. Sweetser (Republican) (starting January 4)
Lieutenant Governor of Illinois: Lawrence Sherman (Republican) (until January 18), John G. Oglesby (Republican) (starting January 18)
Lieutenant Governor of Indiana: Hugh T. Miller (Republican) (until January 11), Frank J. Hall (Democratic) (starting January 11)
Lieutenant Governor of Iowa: vacant (until month and day unknown), George W. Clarke (Republican) (starting month and day unknown)
Lieutenant Governor of Kansas: William J. Fitzgerald (Republican)
Lieutenant Governor of Kentucky: William Hopkinson Cox (political party unknown)
Lieutenant Governor of Louisiana: Paul M. Lambremont (Democratic)
Lieutenant Governor of Massachusetts: Eben Sumner Draper (political party unknown) (until January 7), Louis A. Frothingham (political party unknown) (starting January 7)
Lieutenant Governor of Michigan: Patrick H. Kelley (Republican)
Lieutenant Governor of Minnesota:
until September 21:Adolph Olson Eberhart (Republican)
September 21-September 25: vacant
starting September 25: Edward Everett Smith (Republican)
Lieutenant Governor of Mississippi: Luther Manship (Democratic)
Lieutenant Governor of Missouri: John C. McKinley (Republican) (until January 11), Jacob Friedrich Gmelich (Republican) (starting month and day unknown)
Lieutenant Governor of Montana:
until month and day unknown: Edwin L. Norris (Democratic)
month and day unknown: Benjamin F. White (Republican)
starting month and day unknown: William R. Allen (political party unknown)
Lieutenant Governor of Nebraska: Melville R. Hopewell (Republican)
Lieutenant Governor of Nevada: Denver S. Dickerson (Silver) (until May 22), vacant (starting May 22)
Lieutenant Governor of New York: Horace White (Republican) (starting January 1)
Lieutenant Governor of North Carolina: Francis D. Winston (Democratic) (until January 12), William C. Newland (Democratic) (starting January 12)
Lieutenant Governor of North Dakota: Robert S. Lewis (Republican)
Lieutenant Governor of Ohio: vacant (until January 11), Francis W. Treadway (Republican) (starting January 11)
Lieutenant Governor of Oklahoma: George W. Bellamy (Democratic)
Lieutenant Governor of Pennsylvania: Robert S. Murphy (Republican)
Lieutenant Governor of Rhode Island: Ralph Watrous (Republican) (until January 5), Arthur Dennis (Republican) (starting January 5)
Lieutenant Governor of South Carolina: Thomas Gordon McLeod (Democratic)
Lieutenant Governor of South Dakota: Howard C. Shober (Republican)
Lieutenant Governor of Tennessee: E. G. Tollett (Democratic) (until month and day unknown), William Kinney (Democratic) (starting month and day unknown)
Lieutenant Governor of Texas: Asbury Bascom Davidson (Democratic)
Lieutenant Governor of Vermont: John A. Mead (Republican)
Lieutenant Governor of Virginia: James Taylor Ellyson (Democratic)
Lieutenant Governor of Washington:
until January 7: Charles C. Coon (Republican)
January 7-January 27: vacant
January 27-March 28: Marion E. Hay (Republican)
starting March 28: vacant
Lieutenant Governor of Wisconsin: William D. Connor (Republican) (until January 4), John Strange (Republican) (starting January 4)
Events[edit]
January–March[edit]
January 1: Lakeview Gusher
February 24: Hudson founded
January 1 – Drilling begins on the Lakeview Gusher.
January 28 – United States troops leave Cuba after being there since the Spanish–American War.
January 1 to 31 – Torrential rains in California see Helena Mine record 71.54 inches (1,817.1 mm) of precipitation for the month, the highest official monthly total in the contiguous United States.[1]
February 12 – The National Association for the Advancement of Colored People (NAACP) is founded, commemorating the 100th anniversary of Abraham Lincoln’s birth.
February 22 – The Great White Fleet returns to Hampton Roads, Virginia having circumnavigated the globe.
February 24 – The Hudson Motor Car Company is founded.
March 4 – William Howard Taft succeeds Theodore Roosevelt as the 27th President of the United States.
March 23 – Theodore Roosevelt leaves New York for the Smithsonian-Roosevelt African Expedition, sponsored by the Smithsonian Institution and National Geographic Society.[2]
April–June[edit]
June 1 – The Alaska-Yukon-Pacific Exposition opens in Seattle.
June 9 – Alice Huyler Ramsey, a 22-year-old housewife and mother from Hackensack, New Jersey, becomes the first woman to drive across the United States. In 59 days, she has driven a Maxwell automobile 3,800 miles from Manhattan, New York to San Francisco, California with three female companions, none of whom can drive.
June 18 – The strangled body of missionary Elsie Sigel is discovered in a trunk in New York City's Chinatown.
June 22 – Construction begins on the Cape Cod Canal, which will separate Cape Cod from mainland Massachusetts.
July–September[edit]
August 2 – The United States Army Signal Corp Division purchases the world's first military airplane. They buy the Wright Military Flyer from the Wright Brothers.
August 8 – The Rosicrucian Fellowship is launched at Seattle, Washington.
August 12 – The first event is held at Indianapolis Motor Speedway.
September – Sigmund Freud, having arrived on August 29 in New York, delivers his only lectures in the United States, on psychoanalysis, at Clark University, Worcester, Massachusetts, giving public recognition to the subject in the anglophone world.
September 27 – The 5.1 Mfa Wabash River earthquake shook western Indiana with a maximum Mercalli intensity of VII (Very strong), causing light damage.
October–December[edit]
Indianapolis Motor Speedway first season poster
November – Triangle Shirtwaist Factory strike in New York City.
November 2 – The Lambda Chi Alpha Fraternity is founded at Boston University.
November 6 – The Union Soldiers and Sailors Monument is dedicated in Baltimore.
November 8 – Fire at Robert Morrison fibroid comb factory in New York City kills 9.
November 11 – The U.S. Navy founds a navy base in Pearl Harbor, Hawaii.
November 13 – Ballinger–Pinchot scandal begins: Collier's Magazine accuses U.S. Secretary of the Interior Richard Ballinger of questionable dealings in Alaskan coal fields.
November 18 – Two United States warships are sent to Nicaragua after 500 revolutionaries (including 2 Americans) are executed by order of dictator José Santos Zelaya.
December 31 – The Manhattan Bridge opens.
Undated[edit]
The centennial anniversary of Miami University (Ohio) is celebrated.
The American Issue Publishing House of the Anti-Saloon League is incorporated.
Ongoing[edit]
Progressive Era (1890s–1920s)
Lochner era (c. 1897–c. 1937)
Great White Fleet voyage (1907–1909)
Births[edit]
January 1 – Dana Andrews, film actor (died 1992)
January 2 – Barry Goldwater, U.S. Senator from Arizona from 1953 to 1965 and from 1969 to 1987 (died 1998)
January 2 – J. R. Simplot, businessman, founded the Simplot Company (died 2008)
January 5 – Stephen Cole Kleene, mathematician (died 1994)
February 11
Max Baer, boxer (died 1959)
Joseph L. Mankiewicz, filmmaker (died 1993)
January 30 – Saul Alinsky, community organizer (died 1972)
February 9 – Dean Rusk, politician (died 1994)
February 18 – Warren Elliot Henry, African American physicist (died 2001)
February 24 – August Derleth, writer and anthologist (died 1971)
March 4 – Harry Helmsley, real estate entrepreneur (died 1997)
March 24 – Clyde Barrow, outlaw (died 1934)
April 13 – Eudora Welty, fiction writer (died 2001)
May 7 – Edwin H. Land, camera inventor (died 1991)
May 15 – J. Caleb Boggs, U.S. Senator from Delaware from 1961 to 1973 (died 1993)
May 27 – Dolores Hope, born Dolores L. DeFina, singer and philanthropist (died 2011)
May 30 – Benny Goodman, jazz clarinetist and bandleader (died 1986)
June 3 – Ira D. Wallach, businessman and philanthropist (died 2007)
June 12 – Archie Bleyer, song arranger and bandleader (died 1989)
June 14 – Burl Ives, folk singer (died 1995 in the United States)
July 29 – Chester Himes, fiction writer (died 1984)
August 1 – Sibyl M. Rock, mathematician (died 1981)
August 10 – Leo Fender, guitar inventor and manufacturer (died 1991)
September 28 – Al Capp, cartoonist (died 1979)
October 1 – Everett Sloane, character actor (died 1965)
October 13 – Herblock, editorial cartoonist (died 2001)
November 18 – Johnny Mercer, songwriter (died 1976)
November 20 – Alan Bible, U.S. Senator from Nevada from 1954 to 1974 (died 1988)
November 27 – James Agee, writer (died 1955)
December 9 – Douglas Fairbanks, Jr., film actor (died 2000)
December 14 – Edward Lawrie Tatum, geneticist, Nobel Prize laureate (died 1975)
Deaths[edit]
January 10
John Conness, Ireland-born U.S. Senator from California from 1863 to 1869 (born 1821)
Charles Vernon Culver, politician (born 1830)
April 9 – Francis Marion Crawford, novelist (born 1854)
April 21 – David Turpie, U.S. Senator from Indiana in 1863 and from 1887 to 1899 (born 1828)
April 28 – Frederick Holbrook, 27th Governor of Vermont from 1861 to 1863 (born 1813)
May 17 – Helge Alexander Haugan, Norwegian-born banking executive (born 1847)
June 24 – Sarah Orne Jewett, writer (born 1849)
August 21 – George Cabot Lodge, poet (born 1873)
September 4 – Clyde Fitch, dramatist (born 1865)
October 15 – William Lindsay, U.S. Senator from Kentucky from 1893 to 1901 (born 1835)
December 10 – Red Cloud, Oglala Lakota Chief (born 1822)
December 20 – William Harris, U.S. Senator from Kansas from 1897 to 1903 (born 1841)
December 26 – Frederic Remington, cowboy artist and sculptor (born 1864)
Date unknown – Gideon T. Stewart, educator and politician (born 1824)
See also[edit]
List of American films of 1909
Timeline of United States history (1900–1929)
References[edit]
Jump up ^ National Oceanic and Atmospheric Administration; Weather Extremes for the Western States.
Jump up ^ "Theodore Roosevelt's Africa Expedition". The Library of Congress. Retrieved 2012-02-29.
External links[edit]
Media related to 1909 in the United States at Wikimedia Commons
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