DOCSLIB.ORG

Hood River – White Salmon Interstate Bridge Replacement Project SDEIS

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Hood River – White Salmon Interstate Bridge Replacement Project SDEIS Appendix B Determination of Eligibility Forms Hood River-White Salmon Bridge Replacement Project Appendix B Draft Historic Resources Technical Report October 1, 2020 This page intentionally left blank. Hood River-White Salmon Bridge Replacement Project Appendix B Draft Historic Resources Technical Report October 1, 2020 DRAFT OREGON INVENTORY OF HISTORIC PROPERTIES DRAFT SECTION 106 BRIDGE DETERMINATION OF ELIGIBILITY FORM Agency/Project: ODOT/Hood River—White Salmon Interstate Bridge Replacement Project ODOT Key No. 21280, Federal-Aid No. 0000(268) Structure Name and Number: Hood River—White Salmon Interstate Bridge No. 06645 City, County: Hood River, Hood River, OR Location: White Salmon, Klickitat, WA The Intersection of Button Bridge Road and Port Marina Drive East, Hood River, OR 97031 USGS Quad Name: General Class of Main Structure Township: 03N Range:10E Section: 25 Truss Arch Moveable Northing: 45.718339 Easting: 45.718339 Slab/Beam/Girder Other Structural Information: Dimensions: Date of Construction: 1924 (original Super Structure: Multiple Roadway Width: 18 feet construction), 1938 (substantial alterations) span steel truss bridge. 9.5 inches Designer: Harry Gray and E. M. Chandler, with Main Span: Pennsylvania- Structure Length: 4,418 C.B. Wing (consulting engineer) Petit Truss Movable Span. feet Contractor: Gilpin Construction Company (Charles Secondary Span(s): Pratt Structure Width: N. McDonald, Vice-President and construction Deck Truss. Approximately 25” supervisor) Floor/decking: Metal grate Floor/decking: Metal grate Alterations/moved (dates): Support Structure: Plaque Sidewalk 1938: Substantial bridge alterations related to Concrete Piers. construction of Bonneville Dam: fixed span Material: converted to lift span, and new piers and steel Concrete Steel spans installed. Wood 1951-52: Oregon tollbooth relocated, steel decking installed, and rail system reconstructed. 1961: Curbs and railings replaced. 1965: New tollbooth building. 1977: Electrical upgrades and spans welded. 1996: Seismic retrofit. 2003-04: Re-decking. Other Features: Tollbooth and canopy Condition: Integrity: Excellent Good Fair Poor Excellent Good Fair Poor OREGON INVENTORY OF HISTORIC PROPERTIES DRAFT SECTION 106: BRIDGE DETERMINATION OF ELIGIBILITY FORM Continuation Sheet Agency/Project: ODOT/Hood River—White Salmon Interstate Bridge Replacement Project ODOT Key No. 21280, Federal-Aid No. 0000(268) Structure Name and Number: City, County: Hood River, Hood River Hood River—White Salmon Interstate Bridge No. 06645 White Salmon, Klickitat Location: Spanning the Columbia River Looking northeast at the bridge, showing long approaches and central spans. (Source: Lys Opp- Beckman) Preliminary National Register Findings: National Register listed Potentially Eligible: Individually As part of District Name of District___________________________ As part of Multiple Property Submission Name of MPS_____________________________________ Not Eligible: In current state Irretrievable integrity loss Lacks Distinction Not 50 Years State Historic Preservation Office Comments: Concur Do Not Concur: Potentially Eligible Individually Potentially Eligible As part of District Not Eligible Signed ____________________________________________ Date ______________________________ Comments: Owner: Private Local Government State Federal Other Name: Port of Hood River Address: 1000 E. Port Marina Drive City, State, Zip: Hood River, OR 97031 Phone: (541) 386-1654 Surveyor/Agency Lys M. Opp-Beckman, M.S. Aqua Terra Cultural Resource Consultants Date Recorded: 08/2019 – rev. 03/2020 Substantially Revised and Augmented by Shoshana Jones, J.D., M.A., AECOM (03/06/2020) Pg 2 106 Documentation: Individual Properties OREGON INVENTORY OF HISTORIC PROPERTIES DRAFT SECTION 106: BRIDGE DETERMINATION OF ELIGIBILITY FORM Continuation Sheet Agency/Project: ODOT/Hood River—White Salmon Interstate Bridge Replacement Project ODOT Key No. 21280, Federal-Aid No. 0000(268) Structure Name and Number: City, County: Hood River, Hood River Hood River—White Salmon Interstate Bridge No. 06645 White Salmon, Klickitat Location: Spanning the Columbia River Significance: Technological Significance: Historical Significance: National Register Criteria: Represents the work of a master Associated with significant persons Criterion A Possesses high artistic values Associated with significant events or patterns Criterion B Represents a type, period or method of construction Contributes to historical district Criterion C DESCRIPTION The Hood River—White Salmon Interstate Bridge (hereinafter “Hood River Bridge”) was completed in 1924 and substantially modified in 1938. A 4,418-foot-long steel truss toll bridge, it spans the Columbia River between Hood River, Oregon, and White Salmon, Washington, and is located within the Columbia River Gorge National Scenic Area. The bridge’s center span is a 262-foot riveted steel Pennsylvania-Petit through-truss vertical lift main span, which is a historic modification of the bridge’s original center fixed-span (Burrow et al. 2013:94). The Pennsylvania-Petit truss, a vertical lift design, was in use as early as 1875. Its design is derived from the Parker truss and modified with additional sub struts in the panels, curved top chords for through trusses, and curved bottom chords for deck spans. The Pennsylvania-Petit truss type was originally developed for use in long-span railroad bridges but was adapted for highway use by the 1880s (Parsons Brinkerhoff 2005). Spans for this historic design type in Oregon are typically 250 to 600 feet long (Burrow et al. 2013:xxii). The Hood River Bridge’s center span is flanked by 18 206-foot steel Pratt deck truss spans, 10 south of the main span and eight north of the main span. The bridge is supported by 20 reinforced concrete “dumbbell” piers and the lift span is located near the center of the bridge between piers 8 and 9, over the river’s main shipping channel. The horizontal clearance at the lift span is 246 feet. The bridge has vertical clearances of 148 feet in the fully open position and 67 feet in the closed position relative to 73.0 feet Mean Sea Level, which is the typical elevation of the Bonneville Pool, also known as the Columbia River Reservoir, which is the water body spanned by the bridge (Parsons Brinckerhoff 2001:9). The steel grate bridge deck provides two narrow travel lanes but no sidewalks or bikeways. The tollbooth, completed in 1965, is located at the bridge’s Oregon entrance. The tollbooth is a single-story, utilitarian building with a parapet roof and sheet metal siding that rests atop a poured concrete foundation. The tollbooth and adjacent roadway sections are sheltered by a front-gabled sheet metal canopy. The present building replaced the bridge’s original tollbooth. ELIGIBILITY DISCUSSION HISTORIC CONTEXT Design and Construction The Hood River Bridge was constructed in 1923-24 by the Oregon--Washington Bridge Company (OWBC) as a private toll bridge. It is the second oldest automobile crossing of the Columbia River between Oregon and Surveyor/Agency Lys M. Opp-Beckman, M.S. Aqua Terra Cultural Resource Consultants Date Recorded: 08/2019 – rev. 03/2020 Substantially Revised and Augmented by Shoshana Jones, J.D., M.A., AECOM (03/06/2020) Pg 3 106 Documentation: Individual Properties OREGON INVENTORY OF HISTORIC PROPERTIES DRAFT SECTION 106: BRIDGE DETERMINATION OF ELIGIBILITY FORM Continuation Sheet Agency/Project: ODOT/Hood River—White Salmon Interstate Bridge Replacement Project ODOT Key No. 21280, Federal-Aid No. 0000(268) Structure Name and Number: City, County: Hood River, Hood River Hood River—White Salmon Interstate Bridge No. 06645 White Salmon, Klickitat Location: Spanning the Columbia River Washington after the Interstate Bridge (1917), between Portland, Oregon, and Vancouver, Washington (Burrow et al. 2013:94). Before the Hood River Bridge opened in 1924, the Hood River community had long sought a way to cross the river by vehicle. The OWBC partially funded bridge construction by convincing local residents to contribute money to the project. Members of Portland’s business community, anticipating increased commerce through improved transportation, also contributed $100,000 to the project (Dohnal 2003:126). After securing the necessary funds, the OWBC hired Gray & Chandler of Seattle to prepare the design. The firm’s principals were Henry L. Gray and Elbert M. Chandler, who happened to be president of the OWBC. Charles B. Wing, professor of civil engineering at Stanford University, was the consulting engineer who reviewed the plans. The OWBC hired the Portland-based Gilpin Construction Company (Gilpin) as the contractor (Potts 1923). Noted bridge builder and Gilpin vice-president Charles N. McDonald supervised construction of the Hood River Bridge. McDonald had worked on numerous bridge projects in the Pacific Northwest since 1887, such as the John Day Bridge (1888) for the Oregon Railway and Navigation Company and steel bridges for the Astoria & Columbia River Railway and Northern Pacific Railway. His company constructed the Young’s Bay Bridge near Astoria (Potts 1923). McDonald was also the supervisor for construction of the Hawthorne (1910) and Steel (1912) bridges in Portland, and built other bridges in Spokane, Salem, and Albany. (The Hood River Bridge’s 1938 retrofit included a vertical-lift tower design based on the Hawthorne and Steel bridge designs). McDonald hired veteran crew members from his earlier bridge projects to work on the Hood River Bridge (Oregonian 1924- 05-11). The materials
Load more

Recommended publications
  • Interstate Bridge Replacement Program December 2019 Progress Report
    Interstate Bridge Replacement Program December 2019 Progress Report December 2019 Progress Report i This page intentionally left blank. ii Interstate Bridge Replacement Program December 2, 2019 (Electronic Transmittal Only) The Honorable Governor Inslee The Honorable Kate Brown WA Senate Transportation Committee Oregon Transportation Commission WA House Transportation Committee OR Joint Committee on Transportation Dear Governors, Transportation Commission, and Transportation Committees: On behalf of the Washington State Department of Transportation (WSDOT) and the Oregon Department of Transportation (ODOT), we are pleased to submit the Interstate Bridge Replacement Program status report, as directed by Washington’s 2019-21 transportation budget ESHB 1160, section 306 (24)(e)(iii). The intent of this report is to share activities that have lead up to the beginning of the biennium, accomplishments of the program since funding was made available, and future steps to be completed by the program as it moves forward with the clear support of both states. With the appropriation of $35 million in ESHB 1160 to open a project office and restart work to replace the Interstate Bridge, Governor Inslee and the Washington State Legislature acknowledged the need to renew efforts for replacement of this aging infrastructure. Governor Kate Brown and the Oregon Transportation Commission (OTC) directed ODOT to coordinate with WSDOT on the establishment of a project office. The OTC also allocated $9 million as the state’s initial contribution, and Oregon Legislative leadership appointed members to a Joint Committee on the Interstate Bridge. These actions demonstrate Oregon’s agreement that replacement of the Interstate 5 Bridge is vital. As is conveyed in this report, the program office is working to set this project up for success by working with key partners to build the foundation as we move forward toward project development.
    [Show full text]
  • Columbia River I-5 Bridge Planning Inventory Report
    Report to the Washington State Legislature Columbia River I-5 Bridge Planning Inventory December 2017 Columbia River I-5 Bridge Planning Inventory Errata The Columbia River I-5 Bridge Planning Inventory published to WSDOT’s website on December 1, 2017 contained the following errata. The items below have been corrected in versions downloaded or printed after January 10, 2018. Section 4, page 62: Corrects the parties to the tolling agreement between the States—the Washington State Transportation Commission and the Oregon Transportation Commission. Miscellaneous sections and pages: Minor grammatical corrections. Columbia River I-5 Bridge Planning Inventory | December 2017 Table of Contents Executive Summary. .1 Section 1: Introduction. .29 Legislative Background to this Report Purpose and Structure of this Report Significant Characteristics of the Project Area Prior Work Summary Section 2: Long-Range Planning . .35 Introduction Bi-State Transportation Committee Portland/Vancouver I-5 Transportation and Trade Partnership Task Force The Transition from Long-Range Planning to Project Development Section 3: Context and Constraints . 41 Introduction Guiding Principles: Vision and Values Statement & Statement of Purpose and Need Built and Natural Environment Navigation and Aviation Protected Species and Resources Traffic Conditions and Travel Demand Safety of Bridge and Highway Facilities Freight Mobility Mobility for Transit, Pedestrian and Bicycle Travel Section 4: Funding and Finance. 55 Introduction Funding and Finance Plan Evolution During
    [Show full text]
  • White Salmon Interstate Bridge Replacement Project
    3. AFFECTED ENVIRONMENT, ENVIRONMENTAL CONSEQUENCES, AND MITIGATION Chapter 3 looks at the beneficial and adverse impacts of the Project on transportation operations, environmental resources, and the community. Each section begins with a description of the existing conditions for a specific resource and then compares how the resource would be positively or negatively affected by the No Action Alternative, the Preferred Alternative EC-2, and Alternative EC-3. The study area for each resource is illustrated in the respective appendices. Mitigation measures to avoid, minimize, or mitigate adverse impacts that could result from the build alternatives are also identified for each resource. 3.1. TRAFFIC OPERATIONS The Hood River Bridge provides an essential interstate connection between Oregon and Washington. The existing bridge connects White Salmon, Washington, and Hood River, Oregon, and was used by over 4.5 million vehicles in a 1-year period spanning July 2017 to June 2018. A substantial majority of the total vehicles crossing the Hood River Bridge per year are passenger automobiles or light-duty pickups. These vehicles make up over 97 percent total vehicles on the bridge, while larger vehicles (trucks and other heavy vehicles) make up approximately 2 percent to 3 percent of total traffic. Traffic analysis for the Project included eight study intersections (Exhibit 3-1) and examined for two peak hours when traffic volumes were Large vehicles crossing the existing bridge are advised to highest during the morning (7:30 am to 8:30 am) and afternoon (4:00 pm turn in mirrors due to narrow lanes. to 5:00 pm). Exhibit 3-1.
    [Show full text]
  • Hood River – White Salmon Interstate Bridge Replacement Project SDEIS
    (OR SHPO Case No. 19-0587; WA DAHP Project Tracking Code: 2019-05-03456) Draft Historic Resources Technical Report October 1, 2020 Prepared for: Prepared by: In coordination with: 111 SW Columbia 851 SW Sixth Avenue Suite 1500 Suite 1600 Portland, Oregon 97201 Portland, Oregon 97204 This page intentionally left blank. TABLE OF CONTENTS Executive Summary ................................................................................................................................. 1 1. Introduction .................................................................................................................................. 1 2. Project Alternatives ....................................................................................................................... 3 2.1. No Action Alternative .......................................................................................................... 7 2.2. Preferred Alternative EC-2 ................................................................................................... 8 2.3. Alternative EC-1 ................................................................................................................ 14 2.4. Alternative EC-3 ................................................................................................................ 19 2.5. Construction of the Build Alternatives ............................................................................... 23 3. Methodology ..............................................................................................................................
    [Show full text]
  • Corridor Plan
    HOOD RIVER MT HOOD (OR HIGHWAY 35) Corridor Plan Oregon Department of Transportation DOR An Element of the HOOD RIVER-MT. HOOD (OR 35) CORRIDOR PLAN Oregon Department of Transportahon Prepared by: ODOT Region I David Evans and Associates,Inc. Cogan Owens Cogan October 1997 21 October, 1997 STAFF REPORT INTERIM CORRIDOR STRATEGY HOOD RIVER-MT. HOOD (OR HWY 35) CORRIDOR PLAN (INCLUDING HWY 281 AND HWY 282) Proposed Action Endorsement of the Hood River-Mt. Hood (OR HWY 35) Corridor Strategy. The Qregon Bep ent of Transportation (ODOT) has been working wi& Tribal and local governments, transportation service providers, interest groups, statewide agencies and stakeholder committees, and the general public to develop a long-term plan for the Hood River-Mt. Hood (OR HWY 35) Corridor. The Hood River-Mt. Hood Corridor Plan is a long-range (20-year) program for managing all transportation modes within the Oregon Highway 35 corridor from the 1-84 junction to the US 26 junction (see Corridor Map). The first phase of that process has resulted in the attached Interim Com'dor Stvategy. The Interim Corridor Strategy is a critical element of the Hood River- Mt. Hood Corridor Plan. The Corridor Strategy will guide development of the Corridor Plan and Refinement Plans for specific areas and issues within the corridor. Simultaneous with preparation of the Corridor Plan, Transportation System Plans (TSPs) are being prepared for the cities of Hood River and Cascade Locks and for Hood River County. ODOT is contributing staff and financial resources to these efforts, both to ensure coordination between the TSPs and the Corridor Plan and to avoid duplication of efforts, e.g.
    [Show full text]
  • Ziegler Genealogy
    ZIEGLER GENEALOGY Nicl1olas -- -- Michael -- -- Peter Family Tree Compiled By JOHN A. M. ZIEGLER, Ph. D .. D. D. fvlinister - Author - Writer Sponsored By The PETER ZIEGLER ASSOCIATION PUBLISHED BY THE AUTHOR Glenn Printing Company Huntin~ton Park California Introduction For a number of years, my ambition has been to trace n1y ancestors to the one who came from Ger­ many. I knew it must have been in the Early Colon­ ial period. When publishing "Father and Son," a life-sketch of my father, Rev. Dr. Henry Ziegler, and of myself, I could not say that my father descended from a certain Ziegler ,vho came across at a definite time. This, therefore, was my problem. Collecting material for our Family Tree began. in a leisurely manner, more than thirty years ago. The Author The serious effort, however, was started about two years ago. Plans were completed the past summer for an extended visit to Pennsylvania, in order to form the acquaintance of our numerous relatives. and to visit the places where great grandfather, Peter Ziegler, and my father lived. A Ziegler family reunion was held in Hasson Park, Oil City, Pennsyl­ vania, August 26, 1933, with more than two hundred present. A Peter Ziegler Association was effected, Captain Harley Jacob Ziegler of Franklin being elected President: E. Willard Ziegler of Oil City, Vice President: Miss Nora Bell Ziegler of Oil City, Secretary-Treasurer. The Association unanimously ·; agreed to have the "Tree" published, the writer being the compiler. Subsequently, I visited Center, Clinton, Huntingdon, Blair, Snyder, Perry, York and Lebanon counties, Pennsylvania, also Baltimore, Maryland, From the York.
    [Show full text]
  • Indiana Magazine of History
    86 Indiana Magazine of History railroad builder of the land,” as one who made stockholders happy by the rise in their securities resulting from his manipulation, but who did not seemingly make them sad when, as was more commonly the case, his actions depressed the value of their stock. Gould’s association with western railroads, notably the Wabash, Missouri Pacific, and Union Pacific, was accompanied by construction of new lines and the acquisition of feeders, but though profits were made for a time and dividends paid, all were brought to receivership by spite construction, constant and destructive rate cutting, payment of unearned dividends, extravagant purchases of Gould-owned lines, and excessive costs that benefited only Gould. In his effort to rehabilitate Gould, Professor Grodinsky maintains that these breaches of rail- road agreements and rate cutting benefitted the American economy, and pictures Gould, surely with tongue in cheek, as tilting against monopolistic practices and high rates. His conclusion, despite the most damning evidence to the contrary, is that “the public benefited from his [Gould’s] activities as a man of business in the railroad indus- try and in the field of speculative capital” (p. 610). Few of Gould’s contemporaries could have accepted such a judgment. Gould apparently left no papers which have been available to the author in the preparation of this study. Use has been made, how- ever, of materials on the Burlington Railroad in the Newberry Library, the Villard papers in the Harvard Library, and in other smaller col- lections well known to historians of transportation. Heavy reliance is placed on railroad and financial journals and metropolitan news- papers.
    [Show full text]
  • Interstate 5 Columbia River Crossing Historic Built Environment Technical Report for the Final Environmental Impact Statement
    I N T E R S TAT E 5 C O L U M B I A R I V E R C ROSSING Historic Built Environment Technical Report for the Final Environmental Impact Statement May 2011 Title VI The Columbia River Crossing project team ensures full compliance with Title VI of the Civil Rights Act of 1964 by prohibiting discrimination against any person on the basis of race, color, national origin or sex in the provision of benefits and services resulting from its federally assisted programs and activities. For questions regarding WSDOT’s Title VI Program, you may contact the Department’s Title VI Coordinator at (360) 705-7098. For questions regarding ODOT’s Title VI Program, you may contact the Department’s Civil Rights Office at (503) 986-4350. Americans with Disabilities Act (ADA) Information If you would like copies of this document in an alternative format, please call the Columbia River Crossing (CRC) project office at (360) 737-2726 or (503) 256-2726. Persons who are deaf or hard of hearing may contact the CRC project through the Telecommunications Relay Service by dialing 7-1-1. ¿Habla usted español? La informacion en esta publicación se puede traducir para usted. Para solicitar los servicios de traducción favor de llamar al (503) 731-4128. Interstate 5 Columbia River Crossing Historic Built Environment Technical Report for the Final Environmental Impact Statement This page intentionally left blank. May 2011 Interstate 5 Columbia River Crossing Historic Built Environment Technical Report for the Final Environmental Impact Statement Cover Sheet Interstate 5 Columbia River Crossing Historic Built Environment Technical Report for the Final Environmental Impact Statement: Submitted By: Derek Chisholm Mike Gallagher Rosalind Keeney Elisabeth Leaf Julie Osborne Saundra Powell Jessica Roberts Megan Taylor Parametrix May 2011 Interstate 5 Columbia River Crossing Historic Built Environment Technical Report for the Final Environmental Impact Statement This page intentionally left blank.
    [Show full text]
  • This City of Ours
    THIS CITY OF OURS By J. WILLIS SAYRE For the illustrations used in this book the author expresses grateful acknowledgment to Mrs. Vivian M. Carkeek, Charles A. Thorndike and R. M. Kinnear. Copyright, 1936 by J. W. SAYRE rot &?+ *$$&&*? *• I^JJMJWW' 1 - *- \£*- ; * M: . * *>. f* j*^* */ ^ *** - • CHIEF SEATTLE Leader of his people both in peace and war, always a friend to the whites; as an orator, the Daniel Webster of his race. Note this excerpt, seldom surpassed in beauty of thought and diction, from his address to Governor Stevens: Why should I mourn at the untimely fate of my people? Tribe follows tribe, and nation follows nation, like the waves of the sea. It is the order of nature and regret is useless. Your time of decay may be distant — but it will surely come, for even the White Man whose God walked and talked with him as friend with friend cannot be exempt from the common destiny. We may be brothers after all. Let the White Man be just and deal kindly with my people, for the dead are not powerless. Dead — I say? There is no death. Only a change of worlds. CONTENTS CHAPTER PAGE 1. BELIEVE IT OR NOT! 1 2. THE ROMANCE OF THE WATERFRONT . 5 3. HOW OUR RAILROADS GREW 11 4. FROM HORSE CARS TO MOTOR BUSES . 16 5. HOW SEATTLE USED TO SEE—AND KEEP WARM 21 6. INDOOR ENTERTAINMENTS 26 7. PLAYING FOOTBALL IN PIONEER PLACE . 29 8. STRANGE "IFS" IN SEATTLE'S HISTORY . 34 9. HISTORICAL POINTS IN FIRST AVENUE . 41 10.
    [Show full text]
  • "I Claim Not to Have Controlled Events": Abraham Lincoln and the Manipulation of Public Opinion in the Secession Crisis
    W&M ScholarWorks Dissertations, Theses, and Masters Projects Theses, Dissertations, & Master Projects 1997 "I Claim Not to have Controlled Events": Abraham Lincoln and the Manipulation of Public Opinion in the Secession Crisis Deborah Rae Huso College of William & Mary - Arts & Sciences Follow this and additional works at: https://scholarworks.wm.edu/etd Part of the United States History Commons Recommended Citation Huso, Deborah Rae, ""I Claim Not to have Controlled Events": Abraham Lincoln and the Manipulation of Public Opinion in the Secession Crisis" (1997). Dissertations, Theses, and Masters Projects. Paper 1539626087. https://dx.doi.org/doi:10.21220/s2-1j9j-2x78 This Thesis is brought to you for free and open access by the Theses, Dissertations, & Master Projects at W&M ScholarWorks. It has been accepted for inclusion in Dissertations, Theses, and Masters Projects by an authorized administrator of W&M ScholarWorks. For more information, please contact [email protected]. "I CLAIM NOT TO HAVE CONTROLLED EVENTS": ABRAHAM LINCOLN AND THE MANIPULATION OF PUBLIC OPINION IN THE SECESSION CRISIS A Thesis Presented to The Faculty of the Department of American Studies The College of William and Mary in Virginia In Partial Fulfillment Of the Requirements for the Degree of Master of Arts by Deborah R. Huso 1997 APPROVAL SHEET This thesis is submitted in partial fulfillment of the requirements for the degree of Master of Arts Deborah R. Huso Approved, July 1997 Scott Nelson Hi story Carol Sheriff Hi story Cip£l/ Hahamovitch History ABSTRACT Just prior to and following Abraham Lincoln's election to the Presidency on November 6/ 1860, the United States was on the verge of dividing into two separate nations.
    [Show full text]
  • (Interstate Tol1 Bridge) State Route 433 Spanning Langview Ca
    LONGVIEW BRIDGE HAER No. WA-89 (Lewis & Clark Bridge) (Columbia River Bridge) (Interstate Tol1 Bridge) State Route 433 spanning the Columbia River Langview Cawlitz County Washington > WRITTEN HISTORICAL AND DESCRIPTIVE DATA PHOTDBRAPHS HISTORIC AMERICAN ENGINEERINS RECORD NATIONAL PARK SERVICE DEPARTMENT OF THE INTERIOR P.O. BOX 37127 WASHINGTON, D.C. 20013-7127 r H*E£ HISTORIC AMERICAN ENGINEERING RECORD LONGVIEW BRIDGE (Lewis and Clark Bridge) I- * (Columbia River Bridge) (Interstate Toll Bridge) HAER No. WA-89 Location: State Route 433 spanning the Columbia River between Multnomah County, Oregon and Cowlitz County, Washington; beginning at milepost 0.00 on state route 433. UTM: 10/503650/5106420 10/502670/5104880 Quad: Rainier, Oreg.-Wash, Date of Construction: 1930 Engineer: Joseph B. Strauss, Strauss Engineering Corp., Chicago, IL Fabricator/Builder: Bethlehem Steel Company, Steelton, PA, general contractor Owner: 1927-1935: Columbia River—Longview Bridge Company. 1936-1947: Longview Bridge Company operated by Bethlehem Steel. 1947-1965: Washington Toll Bridge Authority. 1965 to present: Washington Department of Highways, since 1977, Washington State Department of Transportation, Olympia, Washington• Present Use: Vehicular and pedestrian traffic Significance: The Longview Bridge, designed by engineer Joseph B. Strauss, was at time of construction the longest cantilever span in North America with its 1,200' central section. Extreme vertical and horizontal shipping channel requirements requested by Portland, Oregon, as a means to prevent the bridge's construction created the reason for such an imposing structure. Historian: Robert W. Hadlow, Ph.D., August 1993 LONGVIEW BRIDGE • HAER No. WA-89 (Page 2) History of the Bridge The Longview Bridge was built as part of an entrepreneurial dream to make the city of Longviev a thriving Columbia River port city.
    [Show full text]
  • Abraham Lincoln and the German Immigrants: Turners and Forty-Eighters
    Abraham Lincoln and the German Immigrants: Turners and Forty-Eighters Introduction Reporting from Springfield, Illinois, on December 9, 1860, only a matter of days after the election, Henry Villard, correspondent for the New York Herald, made a remarkable assertion about Lincoln’s election to the presidency: In Ohio, Illinois, Indiana, Iowa, and Wisconsin, native Republicans now openly acknowledge that their victory was, if not wholly, at least to a great extent, due to the large accessions they received in the most hotly contested sections from the German ranks. That an immigrant population should be the decisive element in a national election was unprecedented. Despite a cautious reservation (“if not wholly, at least to a great extent”), Villard offered a controversial assessment. He was saying, in effect, that Lincoln owed his success to German-Americans.* Historians since Villard have noted, on occasion, the formidable German vote for Lincoln, but assertions about its significance have been challenged. It is not surprising that the claims have been criticized or not taken at all seriously. Historians have ignored Villard’s perspective. Statistics available for the 1860 election do not provide the evidence required to corroborate Villard’s position. Are there other options? Is there a convincing test for Villard’s assertion about the German factor? Can it survive close scrutiny? I. The Radical Turners of New York “[Sigismund Kaufmann’s] name is indelibly linked with the history of the Turner Union and the Turner movement as one of the founders of the New York Turnverein. He was first chairman for many years. He was also one of the founders of the [national] Turner Union, whose chairman he became at that time.” [Heinrich Metzner], “Sigismund Kaufmann,” August 24, 1889 II.
    [Show full text]