Historic Overview of Douglas County
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Historical Overview
HISTORIC CONTEXT STATEMENT The following is a brief history of Oregon City. The intent is to provide a general overview, rather than a comprehensive history. Setting Oregon City, the county seat of Clackamas County, is located southeast of Portland on the east side of the Willamette River, just below the falls. Its unique topography includes three terraces, which rise above the river, creating an elevation range from about 50 feet above sea level at the riverbank to more than 250 feet above sea level on the upper terrace. The lowest terrace, on which the earliest development occurred, is only two blocks or three streets wide, but stretches northward from the falls for several blocks. Originally, industry was located primarily at the south end of Main Street nearest the falls, which provided power. Commercial, governmental and social/fraternal entities developed along Main Street north of the industrial area. Religious and educational structures also appeared along Main Street, but tended to be grouped north of the commercial core. Residential structures filled in along Main Street, as well as along the side and cross streets. As the city grew, the commercial, governmental and social/fraternal structures expanded northward first, and with time eastward and westward to the side and cross streets. Before the turn of the century, residential neighborhoods and schools were developing on the bluff. Some commercial development also occurred on this middle terrace, but the business center of the city continued to be situated on the lower terrace. Between the 1930s and 1950s, many of the downtown churches relocated to the bluff as well. -
Timing of In-Water Work to Protect Fish and Wildlife Resources
OREGON GUIDELINES FOR TIMING OF IN-WATER WORK TO PROTECT FISH AND WILDLIFE RESOURCES June, 2008 Purpose of Guidelines - The Oregon Department of Fish and Wildlife, (ODFW), “The guidelines are to assist under its authority to manage Oregon’s fish and wildlife resources has updated the following guidelines for timing of in-water work. The guidelines are to assist the the public in minimizing public in minimizing potential impacts to important fish, wildlife and habitat potential impacts...”. resources. Developing the Guidelines - The guidelines are based on ODFW district fish “The guidelines are based biologists’ recommendations. Primary considerations were given to important fish species including anadromous and other game fish and threatened, endangered, or on ODFW district fish sensitive species (coded list of species included in the guidelines). Time periods were biologists’ established to avoid the vulnerable life stages of these fish including migration, recommendations”. spawning and rearing. The preferred work period applies to the listed streams, unlisted upstream tributaries, and associated reservoirs and lakes. Using the Guidelines - These guidelines provide the public a way of planning in-water “These guidelines provide work during periods of time that would have the least impact on important fish, wildlife, and habitat resources. ODFW will use the guidelines as a basis for the public a way of planning commenting on planning and regulatory processes. There are some circumstances where in-water work during it may be appropriate to perform in-water work outside of the preferred work period periods of time that would indicated in the guidelines. ODFW, on a project by project basis, may consider variations in climate, location, and category of work that would allow more specific have the least impact on in-water work timing recommendations. -
Agricultural Development in Western Oregon, 1825-1861
Portland State University PDXScholar Dissertations and Theses Dissertations and Theses 1-1-2011 The Pursuit of Commerce: Agricultural Development in Western Oregon, 1825-1861 Cessna R. Smith Portland State University Follow this and additional works at: https://pdxscholar.library.pdx.edu/open_access_etds Let us know how access to this document benefits ou.y Recommended Citation Smith, Cessna R., "The Pursuit of Commerce: Agricultural Development in Western Oregon, 1825-1861" (2011). Dissertations and Theses. Paper 258. https://doi.org/10.15760/etd.258 This Thesis is brought to you for free and open access. It has been accepted for inclusion in Dissertations and Theses by an authorized administrator of PDXScholar. Please contact us if we can make this document more accessible: [email protected]. The Pursuit of Commerce: Agricultural Development in Western Oregon, 1825-1861 by Cessna R. Smith A thesis submitted in partial fulfillment of the Requirements for the degree of Master of Arts in History Thesis Committee: William L. Lang, Chair David A. Horowitz David A. Johnson Barbara A. Brower Portland State University ©2011 ABSTRACT This thesis examines how the pursuit of commercial gain affected the development of agriculture in western Oregon’s Willamette, Umpqua, and Rogue River Valleys. The period of study begins when the British owned Hudson’s Bay Company began to farm land in and around Fort Vancouver in 1825, and ends in 1861—during the time when agrarian settlement was beginning to expand east of the Cascade Mountains. Given that agriculture -
Click Here to Download the 4Th Grade Curriculum
Copyright © 2014 The Confederated Tribes of Grand Ronde Community of Oregon. All rights reserved. All materials in this curriculum are copyrighted as designated. Any republication, retransmission, reproduction, or sale of all or part of this curriculum is prohibited. Introduction Welcome to the Grand Ronde Tribal History curriculum unit. We are thankful that you are taking the time to learn and teach this curriculum to your class. This unit has truly been a journey. It began as a pilot project in the fall of 2013 that was brought about by the need in Oregon schools for historically accurate and culturally relevant curriculum about Oregon Native Americans and as a response to countless requests from Oregon teachers for classroom- ready materials on Native Americans. The process of creating the curriculum was a Tribal wide effort. It involved the Tribe’s Education Department, Tribal Library, Land and Culture Department, Public Affairs, and other Tribal staff. The project would not have been possible without the support and direction of the Tribal Council. As the creation was taking place the Willamina School District agreed to serve as a partner in the project and allow their fourth grade teachers to pilot it during the 2013-2014 academic year. It was also piloted by one teacher from the Pleasant Hill School District. Once teachers began implementing the curriculum, feedback was received regarding the effectiveness of lesson delivery and revisions were made accordingly. The teachers allowed Tribal staff to visit during the lessons to observe how students responded to the curriculum design and worked after school to brainstorm new strategies for the lessons and provide insight from the classroom teacher perspective. -
Bretz Club Field Guide - Sunset Bay Area 2012 P.183-198
Bretz Club Field Guide - Sunset Bay Area 2012 p.183-198 Wallick et al., 2011, Umpqua River Channel Change & Transport p. 199-215 Stop 1. Bastendorff Beach Figure 1‐1. Navigation Leaving OIMB, our first stop is Bastendorff Beach, a short drive over Coos Head. Oregon Beach dynamics The Oregon Coast is highly active, with one of the most energetic wave climates (Figure 1‐2) in the world, and all of that energy pushes a lot of sand around. We all learned about longshore drift in Geo 101, but the pattern in Oregon is fundamentally different. Oregon’s coast is broken into a series of “pocket beach” littoral cells, long stretches of dune or bluff‐backed beach bounded by rocky headlands that extend into water that is deep enough to block sediment transport around the ends of the headlands. There are also large differences in the direction and energy of summer versus winter waves (Figure 1‐3); highly energetic winter waves erode the beaches and move sand offshore to form sand bars, while gentler summer waves restore the sand to the beaches. Within each cell, sand also moves north or south depending on the prevailing wave directions and in response to climate events such as El Nino’s. Here at Bastendorf beach we see evidence for this intra‐cell movement in the form of dramatic accretion of the beach since the construction of the south jetty in the early 1900’s. The beach rapidly accreted (Figure 1‐3) until about 1967, and has reached some state of equilibrium since then. -
National Register of Historic Places Inventory—Nomination Form 1
NFS Form 10-900 (3-82) OMB No. 1024-0018 Expires 10-31-87 United States Department of the Interior National Park Service For NFS use only National Register of Historic Places received MAY 6 19ST Inventory—Nomination Form date entered JUN | 5 [937 See instructions in How to Complete National Register Forms Type all entries—complete applicable sections_______________ 1. Name historic N/A Number of contributing features: 20 Portland Thirteenth Avenue and or common Historic District Number of non-contributing features: 0 2. Location A six-block-long corridor of warehouse properties fronting on NW 13th street & number Avenue, between NW Davis Street on the south and Jl/Anot for publication NW Johnson Street on the north city, town Portland ___ J/Avicinity of Third Congressional District state Oregon code 41 county Multnomah code 051 3. Classification Category Ownership Status Present Use JC_ district public _X _ occupied agriculture museum building(s) _ X_ private unoccupied _X — commercial park structure both work in progress educational private residence site Public Acquisition Accessible entertainment religious object N/A in process yes: restricted _ government scientific X industrial N/A being considered -X _ "noyes: unrestricted transportation military name Multiple (see Continuation Sheets) street & number N/A city, town N/A vicinity of state 5. Location off Legal Description courthouse, registry of deeds, etc. Multnomah County Courthouse street & number 1021 SW 4th Avenue city, town Portland state Oregon 97204 6. Representation in Existing Surveys Portland Historic title Rpsnurr.p Inventory has this property been determined eligible? yes X no date federal state county _X_ local depository for survey records Portland Bureau nf P1anning 3 11?n SU 5th Avenue city, town Portland state Oregon Q7?n4 7. -
1 Oregon Plan Assessment- Hydropower Program
Part 4(C) ODFW (8) Hydro Final Report May 6, 2005 OREGON PLAN ASSESSMENT- HYDROPOWER PROGRAM OREGON COAST COHO SALMON ESU Perspective The impacts to coho salmon populations from hydroelectric projects are variable among stream basins or within evolutionarily significant units (ESU). Hydropower development within the Oregon Coastal Coho ESU has not been as extensive as within other ESU’s, and impacts are not a significant issue within this ESU, except in the Umpqua River Basin where two major hydroelectric projects have been constructed. These are PacifiCorp’s North Umpqua project (FERC 1927) and Douglas County’s Galesville project (FERC 7161). Both projects were constructed without fish passage facilities and prevent anadromous fish, including coho salmon, from accessing approximately 8 miles of historical habitat in the upper North Umpqua River (North Umpqua project) and 28 miles in Cow Creek (Galesville project), a tributary to the South Umpqua. There are five other small non-FERC licensed hydroelectric projects within this ESU which have hydroelectric licenses authorized by the Oregon Water Resources Department (OWRD). All are outside of coho spawning, rearing and migration corridors. ESU Perspective Conclusion Generally, within the majority of the ESU, impacts from hydroelectric projects are insignificant or non-existent. Specifically, within the Umpqua basin, Oregon Coastal coho have been prevented from reaching 36 miles of spawning and rearing habitat by hydroelectric projects. Impacts to downstream reaches include; alteration of flows and interruption of natural sediment and large woody debris regimes. Mitigation measures have already been implemented and additional measures will be implemented as part of hydroelectric project relicensing and reauthorization. -
December 17, 2020 Board of County Commissioners Clackamas County
D A N J OHNSON December 17, 2020 Board of County Commissioners Clackamas County Members of the Board: Approval of Quitclaim Deed and Bill of Sale Between Clackamas County and Water Environment Services Pertaining to the Utilities Building at 902 Abernethy Road Purpose/Outcome Agreements authorizing the transfer of the Utilities Building located on the site of the Abernethy Transportation Maintenance facility. Dollar Amount and $0 – Supported by Appraisal Fiscal Impact Funding Source Not applicable Duration In perpetuity. Previous Board None Action/Review Strategic Plan Build public trust through good government Alignment Build a strong infrastructure Ensure safe, healthy and secure communities County Counsel Nate Boderman – 503-655-8364 Contact Person Dan Johnson, Transportation and Development – Director 503-742-4325 BACKGROUND: Since the devastating flooding in February 1996 of the County’s property at 902 Abernethy Road in Oregon City, Clackamas County has been working to relocate all operations housed at that facility. At one time the site was the primary location for Water Environment Services (formerly the Utilities Department) and the Department of Transportation Development Services / Transportation Maintenance; currently the site houses a dilapidated office building, Clackamas County Fleet Services, Vector Control, Sheriff’s Office Fleet Operations and the Transportation Maintenance Division. The dilapidated office building, commonly referred to as the Utilities Building, was constructed and owned by Clackamas County Service District #1 (CCSD #1), and subsequently transferred to Water Environment Services (WES), although the County retained title to the real property on which the building was situated. The Utilities Building has not been used by CCSD #1 or WES for over a decade. -
Testimony As to the Claim of Ben Holladay for Losses and Damages
University of Oklahoma College of Law University of Oklahoma College of Law Digital Commons American Indian and Alaskan Native Documents in the Congressional Serial Set: 1817-1899 12-17-1879 Testimony as to the claim of Ben Holladay for losses and damages sustained by him on the Overland stage line during the years 1862, 1863, 1864, 1865, and 1866, with memorial, affidavits, letters, &c., taken under the resolution of the Senate of March 12, 1878 Follow this and additional works at: https://digitalcommons.law.ou.edu/indianserialset Part of the Indian and Aboriginal Law Commons Recommended Citation S. Misc. Doc. No. 19, 46th Cong., 2nd Sess. (1879) This Senate Miscellaneous Document is brought to you for free and open access by University of Oklahoma College of Law Digital Commons. It has been accepted for inclusion in American Indian and Alaskan Native Documents in the Congressional Serial Set: 1817-1899 by an authorized administrator of University of Oklahoma College of Law Digital Commons. For more information, please contact [email protected]. 46TH CoNGREss,} SENATE. MIS. Doc. 2d Session. { No.19. TESTIMONY AS TO THE CLAIM OF BEN HOLLADAY FOR Losses and damages sustained by him on the overland stage line during tlte years 1862, 1863, 1864, 1865, and 1866, with memorial, affidavits, letters, &c., taken under the resolution of the Senate of March 12, 1878. DECEMBER 17, 1879.-0rdered to be printed. MEMORIAL. To the Senate and House of Representatives of the United States in Con gress assentbled : . Your petitioner, Ben. Holladay, of the State of New York, and a ci'ii zen of the United States, represents that from the year A. -
Ben Holladay (1819-1887) by Unknown Ben Holladay Was a Businessman Involved in the Stagecoach and Railroad Industry in the West
Ben Holladay (1819-1887) By Unknown Ben Holladay was a businessman involved in the stagecoach and railroad industry in the West. He was responsible for many of the stageline roads and railtracks in western Oregon. Born in 1819 in Kentucky, Holladay moved with his family to Missouri as a young boy. In Weston, Missouri, Holladay operated a store and a hotel, doing business with Indians in Kansas. He married Notley Ann Calvert when he was 23. After she died in 1873, Holladay married Esther Campbell. When the Mexican American War broke out in 1846, he supplied U.S. Army General Stephen Kearny's forces. After the war ended in 1848, Holladay bought surplus army supplies at bargain prices, and over the next several years he sold these supplies in Utah and California. In 1862 Holladay bought the Overland Mail Express, whose owners were in debt to him. He expanded the company and by 1864 controlled most of the stage and freight traffic between the Missouri River and Salt Lake City. Holladay also had a federal mail contract worth nearly one million dollars annually. He sold his stage routes to Wells Fargo and went into the railroad business, beginning with his Oregon and California Railroad Company. He began in 1868 to construct tracks from Portland along the east side of the Willamette River in competition with the "Westsiders" to win a contract to build a north-south route to California. Competing for both traffic and a federal land grant, the two sides agreed that whichever company first built twenty miles of line would buy out the other. -
INTRODUCTION. 157 Other Settlements of the Chetleschantunne Composition of Site and Actual Occupational Depth 165 166 Bone Artif
151 THE PISTOL RIVER SITE OF SOUTHWEST OREGON Eugene Heflin INTRODUCTION. 153 GEOGRAPHICAL DESCRIPTION OF THE AREA 156 DESCRIPTION, HISTORY AND LOCATION OF SITE 157 Other Settlements of the Chetleschantunne . 162 EXCAVATION Maps and Method of Locating House Pits 162 House Pits . 163 Composition of Site and Actual Occupational Depth . 164 Molluscan and Other Remains Found in Shell Midden . 165 Bone Remains . 165 Stone Artifacts . 166 Sculpture . 169 Bone Artifacts . 169 Burials . 170 Items of Caucasian Manufacture . a 171 CONCLUSIONS . 174 EXPLANATION OF PLATES . 177 BIBLIOGRAPHY . 203 LIST OF ILLUSTRATIONS Map 1. Map of Chetleshin . 158 Plates . 184 153 INTRODUCTION The coastal Indian village sites of Oregon, especially those of the southwestern section of the state, have been neglected archaeolog- ically in the past, and today few remain which have withstood the forces of nature and wanton destruction by man. The Pistol River occupation site, anciently known to its inhabitants as Chetleshin or Chetlessentan, was located on a high bluff overlooking both river and ocean, about 8.5 miles south of Gold Beach, Oregon. For a time this was one of the few prehistoric sites to escape the constant spoilative activities of the pothunter, but in 1961 it finally became a victim of his aggressiveness. Prior to this, Chetleshin had been part of the W. H. Henry sheep ranch and had been held by the family for many years. Until a highway was constructed from Gold Beach to Brookings, the region was difficult of access and could be reached only by an old county trail. At various times the village area had been under cultivation and had produced bountiful crops due to its extremely rich soil, at other times it had been used for sheep pasture. -
The Historic Winnemucca to the Sea Highway “Gateway to the Pacific Northwest”
Feb 2004 WINNEMUCCA to the SEA Highway The Historic Winnemucca to the Sea Highway “Gateway to the Pacific Northwest” John Ryczkowski The Winnemucca to the Sea highway was developed to establish a continu- ous, improved all-weather highway from US-40 (I-80) at Winnemucca, Nevada through Medford, Oregon and on to the Pacific coast at Crescent City, California. In the mid 1950’s there was no direct route west from Northern Nevada across South- ern Oregon and into California’s Redwood Empire. Community leaders from points along this proposed link formed the Winnemucca to the Sea Highway Association. The association worked with state and local governments to fund the design, con- struction and upgrade of the paved roadway for this east to west link across three states. The association had envisioned one highway number 140 applied to the complete route, as the parent major US highway was coast-to-coast US-40, the Victory Highway. Nevada and Oregon used state route 140 for their respective sections of the Winnemucca to the Sea Highway. But the renumbering or cosigning of federal highways was an obstacle that the Winnemucca to the Sea Association never did overcome, thus the hope of a continuous 140 designation for this link was never realized. Currently the traveler will follow seven different highway numbers from Winnemucca to Crescent City, they are US-95, state route-140, US-395, state Association brochure circa 1960’s route-62, Interstate-5, US-199 and US-101. Winnemucca, named after a local Paiute chief, has always been a crossroads town.