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Home My WebLink AboutExhibit 9 - 09G- CULTURAL SURVEY710 ERICKSEN AVENUE NE, SUITE 100 PO BOX 10668, BAINBRIDGE ISLAND, WA 98110 PHONE 206 855-9020 - info@crcwa.com TECHNICAL MEMO 1102F-‐1b DATE: May 3, 2011 TO: Kevin Long North Olympic Salmon Coalition FROM: Marcia Montgomery, Project Historian Glenn Hartmann, Principal Investigator RE: Cultural Resources Assessment for the Snow Creek Estuary Restoration Project, Jefferson County, Washington The attached short report form constitutes our final report for the above referenced project. No cultural resources were identified within the project APE and no further cultural resources investigations are recommended. Please contact the office should you have any questions about our findings and/or recommendations. Exhibit 9 Author: Marcia Montgomery Title of Report: Cultural Resources Assessment for the Snow Creek Estuary Restoration Project, Jefferson County, Washington Date of Report: May 3, 2011 County (ies): Section: 23 and 24 Township: 29 North Range: 2 West Quad: Acres: less than 5 CD Submitted? Yes No PDF of Report? Historic Property Export Files? Does this replace a draft? Yes No Archaeological Sites/Isolates Found or Amended? Yes No TCP(s) found? Yes No Does this report fulfill a DAHP permit requirement? Yes # No DAHP Archaeological Site #: Please submit reports unbound. Please be sure that any electronic version of a report submitted to DAHP has all of its figures, graphics, appendices, attachments, correspondence, cover sheet, etc., compiled into one single PDF file. Please check that all digital files display correctly when opened. REPORT CHECK LIST Report should contain the following items: • Clear objectives and methods • A summary of the results of the survey • A report of where the survey records and data are stored • A research design that: • Details survey objectives • Details specific methods • Details expected results • Details area surveyed including map(s) and legal locational information • Details how results will be incorporated into the planning process CRC Technical Memorandum 1102F-1b Snow Creek Estuary Restoration Project, Jefferson County, WA Page 3 of 22 Management Summary The North Olympic Salmon Coalition (NOSC) contracted with Cultural Resource Consultants, Inc. (CRC) to conduct a cultural resources assessment for the Snow Creek Estuary Restoration Project located at the head of Discovery Bay in Jefferson County. The project is located in a shoreline area that have been manipulated by grading and filling events, including the 1914 construction of the Seattle, Port Angeles & Western Railway, later known as the Olympic Line of the Chicago Milwaukee St. Paul & Pacific Railroad (Milwaukee Road). Research did not identify any archaeological sites within the project area. Three trestle bridges associated with the railroad were recorded; however, they are not judged to be eligible for the National Register of Historic Places (NRHP). 1. Administrative Data Report Title: Cultural Resources Assessment for the Snow Creek Estuary Restoration Project, Jefferson County, Washington. Author (s): Marcia Montgomery and Glenn Hartmann Report Date: April 28, 2011 Location: This project is located at the mouth of Snow Creek at the head of Discovery Bay on the eastern shoreline. Legal Description: Sections 23 and 24, Township 29 North, Range 2 West, Willamette Meridian (Figures 1 and 2) USGS 7.5 Topographic Map: Uncas, WA (1973) Total Area Involved (acres): less than 5 Objective (Research Design): This cultural resource study was conducted to identify any previously unrecorded historical buildings or structures and pre-contact or historic-period archaeological deposits that could potentially be present in the area of potential effects (APE) for this project. The project consisted of a review of available project information and relevant cultural, historical, and environmental literature, as well as field investigations. This assessment utilized a research design that considered previous studies, the magnitude and nature of the undertaking, the nature and extent of potential effects on historic properties, and the likely nature and location of historic properties within the APE, as well as other applicable laws, standards, and guidelines (per 36CFR800.4 (b)(1)). Recorded Cultural Resources Present: Yes [ ] No [x] Previously Unrecorded Cultural Resources Identified and Recorded: Yes [x] No [ ] A Historic Property Inventory Form for the Seattle, Port Angeles & Western Railway (later known as the Olympic Line of the Chicago Milwaukee Road) is included in the Appendix. CRC Technical Memorandum 1102F-1b Snow Creek Estuary Restoration Project, Jefferson County, WA Page 4 of 22 Project Background: The mission of the North Olympic Salmon Coalition (NOSC) is to restore, enhance, and protect North Olympic Peninsula wild salmon stocks and to promote community volunteerism, understanding, cooperation and stewardship of these resources. The current project includes the NOSC restoration of the Snow Creek estuary and will include the following treatments: • Removal of trees and excavation and removal of a raised berm along Snow Creek to salt marsh elevations. • Excavation of tidal channel networks • Connection of the ponded area below the mid 1970s-barn to the tidal creek system at its downstream end. • Removal of all buildings, slabs and foundations on the upland property. • Removal of approximately 10cy of contaminated soils from the upland property • Consider septic system and waterline infrastructure in the APE during project design/construction • Remove railroad grade from between Snow Creek and Salmon Creek On March 16, 2011, CRC sent the Jamestown S’Klallam Tribe a letter describing the project and seeking input and any additional information the tribe could offer regarding the project. Kathy Duncan, cultural resource specialist with the Tribe, met in the field with CRC archaeologist Glenn Hartmann and NOSC Project Manager Kevin Long to discuss the project on March 28, 2011. The project improvements were reviewed and the proposed methodology for field investigations was discussed. Ms. Duncan indicated that a village site was mapped on the sand spit on the east shore of Discovery Bay, to the north of the Snow Creek Estuary Restoration Project. 2. Background Research Archival Sources Checked: DAHP GIS Database [x] There are no recorded archaeological sites in the project APE. USGS Topographic Map [x] US WA 7.5-Minute Uncas Quadrangle (1973) General Land Office Map [x] 1873 U.S. Coast Survey T-sheets [x] 1860-1870 Soil Survey [x] The soil in the southeastern corner of the Snow Creek Estuary Restoration project area is Hoypus gravelly loamy sand or cut and fill land. The remaining portions are Lummi silt loam (Natural Resources Conservation Service). Context Overview: CRC prepared a previous study for the Salmon-Snow Creek estuary restoration project (Berger and Gill 2006), and two reports associated with the demolition of the Discovery Bay Building (Berger 2007) and subsequent filling of the building site (Berger 2009). Because these earlier studies focused on the Discovery Bay area, cultural overview information from those reports has been reproduced here. The nearest archaeological site to the current projects is the historical remains of the Port Discovery Mill (45JE81) located one mile northwest of the project area. The nearest recorded pre-contact archaeological site is a stand of culturally modified trees (45CA548) about 4 miles northwest of the project. The nearest historic property CRC Technical Memorandum 1102F-1b Snow Creek Estuary Restoration Project, Jefferson County, WA Page 5 of 22 listed on the National Register of Historic Places (NRHP) is the Uncas (Discovery Bay) School, a four-room school building built in 1917 that is about 1 mile southwest of the mouth of Snow Creek (Stalheim 1983). The study area is in the northeastern portion of the Olympic Peninsula, near the head of Discovery Bay. The Olympic Peninsula is within the Coast Range province of Washington and bordered on the west by the Pacific Ocean, on the north by the Strait of Juan de Fuca, and to the east by Puget Sound (Franklin and Dyrness 1973). The local area is characterized by vegetation of the Tsuga heterophylla zone (Franklin and Dyrness 1973:44) and prior to historic-period logging, was densely forested. Native vegetation in the project area would have included salt marsh species; vegetation now includes a combination of native plants such as Pacific madrone (Arbutus menziesii) and invasive species such as Scotch broom (Cytisus scoparius). Animal resources available near the project include summer chum salmon, Chinook salmon, Coho salmon, steelhead, cutthroat, and white sturgeon in the local waterways, and shorebirds, waterfowl, and shellfish are abundant in the Snow-Salmon Creek estuary (Washington Wildlife and Recreation Coalition 2006). Natural landforms in the Discovery Bay area were shaped by glaciation during the Pleistocene and subsequent erosion and re-deposition during the Holocene. Repeated advance and retreat of continental glaciers, particularly the Vashon Stade advance, formed regional topography. The area was buried beneath thousands of feet of ice during the Vashon Stade (Armstrong et al. 1965; Morgan 1996:2.1; Thorson 1980:309). As the Puget lobe retreated, glacial meltwater was impounded beyond its margins in a series of proglacial lakes until the ice no longer blocked the Strait of Juan de Fuca. Glacial meltwater drained into the Strait via spillways including the Leland Creek spillway which flowed from near Quilcene Bay to Discovery Bay (Thorson 1980:318; Waitt and Thorson 1983:61). The restoration project is situated on fill that has been placed within Discovery Bay at the mouth of Snow Creek and on an extensively graded landform east of the bay. Mapped surface geologic deposits underlying the project consist of Holocene beach and alluvial sediments (Haeussler et al. 1999). The local soil survey mapped tidal marsh in the APE (USDA NRCS 2009). The 1869-70 T-Sheet from the Coast Geodetic Survey indicates that most of the project area would have originally been within Discovery Bay (cf. Figures 2 and 3). Recently USGS geologist Brian Atwater identified tsunami deposits along Salmon Creek at the head of Discovery Bay adjacent to the project area (Anderson 2011). Tentatively dated at AD 1700, the tsunami wave likely would have provided sufficient energy to remove much of the late Holocene archaeology that could have been present along the shoreline of Discovery Bay. The project area lies within the traditional territory of the S’Klallam and Chemakum tribes (Castile 1985; Elmendorf 1990; Gunther 1927; Spier 1936:32; Suttles 1990). Like other groups in the Puget Sound region, the Chemakum and S’Klallam practiced a seasonal subsistence economy that included hunting, fishing, and plant food horticulture. In the Discovery Bay area, the S’Klallam are represented by the Jamestown S’Klallam. The S’Klallam and neighboring tribes utilized the resources afforded by the foothills and higher slopes of the Olympic Mountains to the south, the coastal resources of the Strait of Juan de Fuca to the north, and the interspersed open prairie grasslands, streams, and wetlands for fishing, hunting, and gathering activities CRC Technical Memorandum 1102F-1b Snow Creek Estuary Restoration Project, Jefferson County, WA Page 6 of 22 (Suttles 1990:456). A wide variety of aquatic and terrestrial plant and animal food resources were readily available in close proximity to the project area. The ethnographically named place nearest to the project is the village at Diamond Point, previously called “Clallam Point,” initially sighted by Vancouver in May of 1792 (Gunther 1927; Meany 1957). Vancouver was impressed by the lack of inhabitants along the southern shore of the Strait. According to Gunther, “at the entrance of Port Discovery Bay, Vancouver saw a deserted village capable of holding about one hundred people” (1927:177). Gunther (1927:178) also notes that both Gibbs (1877) and Curtis (1907-1930) have names for this village location, sometimes noting that it was a palisaded or stockaded village. Another location, on the south shore of Discovery Bay within 0.5 miles south of the bay, is labeled “Village” on one historical map (National Ocean Survey 1900) but no other historic or ethnographic sources reviewed in this assessment (e.g., Gibbs 1877; Gunther 1927; Lane and James 2004) refer to an Indian village or any other cultural sites in this location. In the vicinity of the project, the historic period began with the arrival of Vancouver in May 1792. Vancouver describes his crew’s exploration of Discovery Bay, but they do not appear to have reached the head of the bay where the current project is situated (Meany 1957:89, 124). Euro-American settlement of Miller Peninsula began around 1853 (Keeting 1976:2). The spread of disease and Euro-American goods significantly impacted Native American populations and lifeways. In 1855, following the signing of the Treaty of Point No Point, the Chemakum, Skokomish and Twana were forced to abandon most of their Western Puget Sound villages and relocate to the Skokomish Reservation. The S’Klallam were also signatories to the treaty but they did not move to Skokomish. The treaty dissolved Indian title to their traditional and accustomed lands and by 1856 the federal government was using military force to contain Indian people dissatisfied with the poor quality of reservation lands. Early businesses in the vicinity of the project consisted of logging operations in readily accessible (e.g., shoreline) portions of Quimper and northern Kitsap Peninsula. In 1858, S. B. Mastick of San Francisco established a sawmill at Port Discovery on Mill Point (DeLorme Mapping Company 1988:94; Hunt 1970). The mill’s heyday occurred early with it reaching a production of 1864 million boardfeet in 1864 and ten years later tripling that number. A California company named Moore & Smith purchased the mill and continued to enjoy success until 1892 when the company went bankrupt. The mill stood until 1910 when the machinery was sold and buildings were eventually removed (Roe 1995:80 and Hunt 1970:4-5). Historians Kirk and Alexander described that the Discovery Bay sawmill “spawned a company town of about 300 residents including a “Chinamen’s Gulch” where Chinese workers lived…Nearby settlers worked at the mill in the spring, summer and fall, then spent the winter cutting timber on their own homesteads for sale to the company” (Kirk and Alexander 1990:486-487). Evidence of early logging activity is found on an 1869-1870 U.S. coastal map (T-sheet), which shows a logging railroad directly east of Snow Creek. The line extended slightly northeast after reaching the shoreline and appears to have brought timber to the water, where logs were then floated to the mill. About one mile northeast of the end of the track (outside the project area) the map also depicts a logging chute. Directly west of the railroad end a road extended west across Salmon Creek to a swampy area where the map illustrates several unidentified buildings. CRC Technical Memorandum 1102F-1b Snow Creek Estuary Restoration Project, Jefferson County, WA Page 7 of 22 Additional roads led west and south from the buildings. This early map also shows the buildings associated with John Burn’s 160-acre donation land claim located on the spit east of Snow Creek (Lawson 1870). General Land Office (GLO) plat maps and patent files reveal that prior to 1900, many individuals had taken advantage of the Donation Land Claim and Homestead acts to obtain land near Discovery Bay. On December 1, 1876, under the authority of the Homestead Act, John Eves received title to 135 acres that included the portion of the Maynard Shoreline Restoration project land located in the northwest corner of Section 24. John was a native of England and lived in Discovery Bay with his Native American wife Jennie (U.S. Census Bureau 1880). In 1882, Cornelius Burk homesteaded just over 7 acres in lot 3 of Section 24, which appears to have been within the Snow Creek project area (GLO n.d.). The abandoned railroad grade on the east side of Discovery Bay predates the line on the bay’s western shore. The Port Townsend Railroad, which was completed in 1893 during the period of national transcontinental railroad expansion, stretched from Port Townsend to the head of Discovery Bay (Discovery Junction) and continued on to Quilcene where it terminated. The Union Pacific Railroad had intended to connect Port Townsend with Portland, Oregon to create a transcontinental connection, but hopes were dashed when the railway never extended beyond Quilcene (Schwieterman 2004:283). On the west shore of the bay, the Seattle, Port Angeles & Western Railway completed its line in 1914. The segments of railroad grade within the current project area relate to this later line and are described below. Figure 4 is a 1947 map showing the railroad and nearby communities of Fairmount, Discovery Junction and Maynard at the head of the bay. In the early 1930s, expansion of regional road systems including the opening of U.S. 101, known as the Olympic Loop Highway, drastically improved automobile access across the Olympic Peninsula. The establishment of Olympic National Park in 1938 (Fish 1983:74) further increased the attractiveness of the Peninsula as a destination for travel and recreation. More recent tourism developments in the area include the establishment of Sequim Bay State Park and construction of portions of the Olympic Discovery Trail. The main industries in the area have remained logging and farming. Roe, in Ghost Camps and Boom Towns (1995:81), provides a succinct summary of the existing settlement at the head of Discovery Bay: “Today no real town exists either as Port Discovery, Discovery Bay, Fairmont or Maynard. Only a tavern, store, motel and a few buildings straggle along the curve of the bay. The location’s main importance is the junction of Highway 101 with the road to Port Townsend.” 3. Fieldwork Archaeologist Glenn Hartmann and architectural historian Jim McNett conducted the field review of the study area on April 11, 2011. McNett documented and photographed the built environment, including the historical railroad grade. A Washington State Historic Property Inventory Form for the railroad is included in the Appendix. CRC Technical Memorandum 1102F-1b Snow Creek Estuary Restoration Project, Jefferson County, WA Page 8 of 22 The Snow Creek project area includes a mobile home and barn northwest of the intersection of Highway 20 and Fairmount Road (Figures 5 and 6). County records indicate that the mobile home dates to 1980. Communication with local resident Walter Moa, indicated that a previous property owner, Shane Zerr, constructed the outbuildings (barn) in the mid-1970s. Moa also described an immense amount of trash including old cars, concrete, wood, etc. on the site, some of which has been removed (Moa 2011). Five backhoe trenches were excavated within the project area to better understand local depositional environments and to ascertain if archaeological deposits might be present. Each trench was ca. 2 feet-wide-by-8 feet-long. One trench was excavated on the upland portion of the project to determine the extent of previous disturbance. The other four trenches were excavated in proximity to the present-day location of Snow Creek, which was mapped as tidal flats on the T-Sheet map. The location of each trench was recorded with a GPS (Table 1). Table 1. Test trench locations and observations. Trench number UTM Location Landform Sediment characteristics Archaeological potential? 1 10T 0508741E 5315145N Upland Dark silty loam mixed with proglacial sediments Very low 2 10T 0508573E 5315010N Original tidal flat Approximately 2.5 feet of fill overlying stream deposits Very low 3 10T 0508626E 5315036N Original tidal flat Approximately 3 feet of fill overlying stream outwash Very low 4 10T 0508587E 5315077N Original tidal flat Approximately 3 feet of fill overlying dark grey tideland sands Very low 5 10T 0508560E 5315089N Original tidal flat Approximately 3 feet of silty sand overlying ca. 6 inches of dark grey tideland sands upon gravelly stream bottom gravels Very low Total Area Examined: 100 percent Areas not Examined: None Date of Survey: April 11, 2011 Weather and Surface Visibility: Overcast with occasional rain showers. Dense vegetation (grasses and brush) covered the surface in most places. The uplands had been extensively graded and terraced (see Figures 5 and 6). Previous disturbances on the uplands provided some opportunities for observing subsurface deposits. CRC Technical Memorandum 1102F-1b Snow Creek Estuary Restoration Project, Jefferson County, WA Page 9 of 22 4. Results Cultural Resources Identified: No archaeological resources were identified in the backhoe trenches. Most of the project area would have been within Discovery Bay prior to construction of the railroad grade and filling of the tidelands. The upland portion of the project area has been extensively leveled, excavated, and graded (Figure 7). The likelihood for intact archaeological deposits here is considered to be very low. Test trenches excavated on the original tidal flat demonstrated that this area has been filled. The trenches did not contain the tsunami sands that are readily identifiable to the immediate west along Salmon Creek (Figure 8). This suggests that pre-1700 sediments that might contain archaeological deposits are not present within the Snow Creek project area and is consistent with early historic era mapping, i.e., the 1869-70 T-sheet map (see Figure 3). The railroad grade and trestle bridges of Seattle, Port Angeles & Western Railway (later named Chicago Milwaukee Road Olympic Line) were recorded on the Washington State Historic Property Inventory Form included in Appendix A. Below is a description of the railroad’s significance and physical description. Photographs of the railroad grade are included on the inventory form. The Seattle, Port Angeles & Western Railway Company was the original operator of the abandoned railroad line located within the project area. In August 1914, the C. J. Erickson Construction Company began working on this segment of track that leads west from Discovery Junction to Port Angeles. Since 1893, Discovery Junction had been an important station on the Port Townsend Railroad, which terminated in Quilcene. The new line to Port Angeles from Discovery Junction offered direct train service from Port Townsend to Port Angeles. The rails were laid by November 2, 1914 and carried their first train on November 23, 1914 (Einarsen 1966:80 and Keeting 1976a:68). The line transported large amounts of lumber from the peninsula to Seattle via a barge in Port Townsend. West of Port Angeles, the line connected with the Port Angeles Western Railroad, which had an important role during World War I hauling spruce needed for aircraft construction. The rail and barge connection to Seattle resulted in local growth, particularly in Port Angeles where a subsidiary of Zellerbach Paper Company established a pulp and paper mill (Schwieterman 2004:283). The Port Angeles & Western Railway Company operated until December 31, 1918 when it was taken over by the Milwaukee Road, which referred to the route as its “Olympic Line” (Robertson 1995: 338). In addition to freight cars, this route included two passenger trains. When the Milwaukee Road took over the line between Port Angeles and Port Townsend, it soon made changes including the addition of a gas-electric car known as a “doodlebug.” In 1931, when automobile travel increased with the completion of the Olympic Highway 101, the Milwaukee Road ended its passenger service. Large shipments of lumber continued to be carried on the line (Schwieterman 2004:283). In 1953, when the federal government increased the size of the Olympic National Park thereby lessening lumber harvesting opportunities, the Port Angeles Western Railroad ceased operation and portions of the Milwaukee Road’s Olympic Line west of Port Angeles ended. In the 1960s, CRC Technical Memorandum 1102F-1b Snow Creek Estuary Restoration Project, Jefferson County, WA Page 10 of 22 the Milwaukee Road began deferring maintenance on the line and by 1970, with local mill closures, the company began considering abandonment. The barging operation between Port Townsend and Seattle, which took 5 to 9 hours for a 45-mile journey, challenged the company financially. The deteriorating condition of the dock in Port Townsend resulted in weight restrictions on carloads and dramatically lowered the number of shipments. Finally, in 1980, the Milwaukee Road ended all service west of Miles City, Montana. The Seattle & North Coast Railroad leased the “Olympic Line” for a short period before service was terminated in 1984 and the line was abandoned (Schweiterman 2004:284). When the line was abandoned in 1984, the rails and ties were removed. There are no railroad-related structures in the project area aside from the trestle bridges. Project Conclusions and Recommendations: The absence of archaeological resources within the project area is not unexpected, given its geomorphic setting and no further archaeological evaluation is recommended. Available information indicates that Snow Creek originally joined with Salmon Creek at the tidewater. This would likely preclude the possibility of fish weirs on the tidal flat in the present project area. As noted above, the railroad trestles were recorded for the Washington State historic inventory database (see Appendix). These structures are not considered eligible for the NRHP. In the unlikely event that ground disturbing or other activities do result in the inadvertent discovery of archaeological deposits, work should be halted in the immediate area and contact made with the State Department of Archaeology and Historic Preservation (DAHP) in Olympia. Work should be halted until such time as further investigation and appropriate consultation is concluded. In the unlikely event of the inadvertent discovery of human remains, work should be immediately halted in the area, the discovery covered and secured against further disturbance, and contact effected with law enforcement personnel, DAHP and authorized representatives of the concerned Indian Tribes. No historic properties affected [x] Historic properties affected [ ] No adverse effect to historic properties [ ] Adverse effect to historic properties [ ] Attachments: Figures [x] Photographs [x] Other [x] Copies of letter sent by CRC to the Jamestown S’Klallam Tribe Historic Property Inventory Form for the Port Angeles & Western Railway 5. Limitations of this Assessment No cultural resources study can wholly eliminate uncertainty regarding the potential for prehistoric sites, historic properties or traditional cultural properties to be associated with a project. The information presented in this report is based on professional opinions derived from our analysis and interpretation of available documents, records, literature, and information identified in this report, and on our field investigation and observations as described herein. CRC Technical Memorandum 1102F-1b Snow Creek Estuary Restoration Project, Jefferson County, WA Page 11 of 22 Conclusions and recommendations presented apply to project conditions existing at the time of our study and those reasonably foreseeable. The data, conclusions, and interpretations in this report should not be construed as a warranty of subsurface conditions described in this report. They cannot necessarily apply to site changes of which CRC is not aware and has not had the opportunity to evaluate. 6. References Armstrong, J. D., D. R. Crandell, and J. B. Noble 1965 Late Pleistocene Stratigraphy and Chronology in Southwestern British Columbia and Northwestern Washington. Geological Society of America Bulletin 76:321-330. Berger, Margaret 2007 Historic Structure Documentation, Discovery Bay, Jefferson County, Washington. WSHS Technical Memo 0704D-1. Prepared for North Olympic Salmon Coalition. On file at Cultural Resource Consultants, Inc., Bainbridge Island. Berger, Margaret and Matthew Gill 2006 Cultural Resources Assessment for North Olympic Salmon Coalition’s Discovery Bay Project, Jefferson County, Washington. WSHS Technical Report #289. Western Shore Heritage Services, Inc., Bainbridge Island. Castile, George Pierre 1985 The Indians of Puget Sound: The Notebooks of Myron Eells. University of Washington Press, Seattle. Curtis, Edward S. 1907-1930 The North American Indian: Being a Series of Volumes Picturing and Describing the Indians of the United States, the Dominion of Canada, and Alaska. Frederick W. Hodge, ed. 20 vols. Plimpton Press, Norwood (Reprinted: Johnson Print, New York, 1970). Elmendorf, William W. 1990 Chemakum. In Handbook of North American Indians, Volume 7, Northwest Coast, edited by Wayne Suttles, pp. 438-440. Smithsonian Institution, Washington, D. C. Fish, Harriet U. 1983 Tracks, Trails, and Tales in Clallam County, State of Washington. Olympic Printers, Port Angeles. Franklin, Jerry F., and C. T. Dyrness 1973 Natural Vegetation of Oregon and Washington. Pacific Northwest Forest and Range Experiment Station, U.S. Department of Agriculture, Portland. General Land Office n.d. Land Patent Files available on line at http://www.glorecords.blm.gov/PatentSearch/Default.asp? CRC Technical Memorandum 1102F-1b Snow Creek Estuary Restoration Project, Jefferson County, WA Page 12 of 22 Gibbs, George 1877 Tribes of Western Washington and Northwestern Oregon. Contributions to North American Ethnology 1:157-243. Washington, D. C. Gunther, Erna 192 Klallam Ethnography. Publications in Archaeology 1(5):171-314. University of Washington, Seattle. Hunt, Mrs. Gerald 1970 Master Site File for Port Discovery Mill Site, on file at DAHP, Olympia, WA. Kirk, Ruth and Carmela Alexander 1990 Exploring Washington’s Past: A Road Guide to History, University of Washington Press, Seattle, WA. Lawson, Jason 1870 U.S. Coast Survey, Port Discovery Washington Territory, 1869-70, available on line at the Puget Sound River History Project. Robertson, Donald 1995 Encyclopedia of Western Railroad History: Oregon Washington, Caxton Printers, Ltd., Caldwell. Roe, JoAnn 1995 Ghost Camps and Boom Towns. Montevista Press, Bellingham. Schwieterman, Joseph 2004 When the Railroad Leaves Town: American Communities in the Age of Railroad Abandonment, Truman State University Press, Kirksville. Stalheim, David B. 1983 National Register of Historic Places Inventory Nomination Form, Uncas School. On file at Washington Department of Archaeology and Historic Preservation, Olympia. Suttles, Wayne 1990 Central Coast Salish. In Handbook of North American Indians, Volume 7, Northwest Coast, edited by Wayne Suttles, pp. 453-475. Smithsonian Institution, Washington, D. C. Thorson, Robert M. 1980 Ice-sheet Glaciation of the Puget Lowland, Washington, during the Vashon Stade (late Pleistocene). Quaternary Research 13:303-321. Waitt, Richard B., and Robert M. Thorson 1983 The Cordilleran Ice Sheet in Washington, Idaho, and Montana. In Late-Quaternary Environments of the United States, Volume 1: The Late Pleistocene, edited by Stephen C. Porter, pp. 53-70. University of Minnesota Press, Minneapolis. CRC Technical Memorandum 1102F-1b Snow Creek Estuary Restoration Project, Jefferson County, WA Page 13 of 22 Washington Wildlife and Recreation Coalition 2006 Salmon and Snow Creek Estuary. Electronic resource, http://www.wildliferecreation.org. 7. Figures CRC Technical Memorandum 1102F-1b Snow Creek Estuary Restoration Project, Jefferson County, WA Page 14 of 22 Figure 1. Portion of the Uncas, WA USGS (1973) Quadrangle 7.5-minute map showing the Snow Creek Estuary Restoration Project area (outlined in black). CRC Technical Memorandum 1102F-1b Snow Creek Estuary Restoration Project, Jefferson County, WA Page 15 of 22 Figure 2. Aerial photograph showing the boundaries of the Snow Creek Estuary Restoration project area (white arrow). Another NOSC restoration project, Maynard Shoreline Restoration, is outlined to the north. CRC Technical Memorandum 1102F-1b Snow Creek Estuary Restoration Project, Jefferson County, WA Page 16 of 22 Figure 3. Most of the Snow Creek Estuary Restoration Project Area was tidal flat or within Discovery Bay in the late 1800s as indicated by this T-sheet map. Project Area CRC Technical Memorandum 1102F-1b Snow Creek Estuary Restoration Project, Jefferson County, WA Page 17 of 22 Figure 4. This 1947 U.S. Coast Geodetic Survey Map shows the Chicago Milwaukee railroad track at the head of Discovery Bay. CRC Technical Memorandum 1102F-1b Snow Creek Estuary Restoration Project, Jefferson County, WA Page 18 of 22 Figure 5. Modern barn on the uplands. Note evidence of previous grading. CRC Technical Memorandum 1102F-1b Snow Creek Estuary Restoration Project, Jefferson County, WA Page 19 of 22 Figure 6. The natural slope of the upland had been graded, leveled and terraced. CRC Technical Memorandum 1102F-1b Snow Creek Estuary Restoration Project, Jefferson County, WA Page 20 of 22 Figure 7. Mottled soils in the uplands indicated previous disturbance and filling. CRC Technical Memorandum 1102F-1b Snow Creek Estuary Restoration Project, Jefferson County, WA Page 21 of 22 Figure 8. Muck from the bottom of the bay was overlain by fill deposits in all of the trenches on the estuary flat. Notably absent were the tsunami sands, which would have indicated depositional integrity. CRC Technical Memorandum 1102F-1b Snow Creek Estuary Restoration Project, Jefferson County, WA Page 22 of 22 PO BOX 10668, BAINBRIDGE ISLAND, WA 98110 PHONE 206.855.9020 - info@crcwa.com March 16, 2011 Jamestown S’Klallam Tribe Kathy Duncan 1033 Old Blyn Highway Sequim, WA 98382 Re: Cultural Resources Assessment for the Discovery Bay Restoration - Snow Creek and Maynard Nearshore Projects Project, Discovery Bay, Jefferson County, WA Dear Kathy: I am writing to inform you of a cultural resources assessment for the above referenced project. Cultural Resource Consultants, Inc. (CRC) is conducting this assessment at the request of North Olympic Salmon Coalition. The project is located in Section 23 and 24, Township 29 North, Range 2 East Willamette Meridian, in Discovery Bay, Jefferson County, Washington. North Olympic Salmon Coalition is requesting these assessments prior to shoreline habitat restoration projects in two sections at the head of Discovery Bay. The first section is at the mouth of Snow Creek. The second section is on the west shore of Discovery Bay at the Maynard Nearshore project and will include removing old railroad grade and regrading the beach to enhance the area for fish. CRC is in the process of reviewing available information. Background research will include a site files search at the Washington State Department of Archaeology and Historic Preservation (DAHP), review of previously recorded cultural resource reports, and review of pertinent published literature and ethnographies. Results of our investigations will be presented in a technical memo. We are aware that not all information is contained within published sources. Should the Tribe have additional information to support our assessment, we would very much like to include it in our study. Please contact me should you wish to provide any comments. I appreciate your assistance in this matter and look forward to hearing from you. Sincerely, Glenn D. Hartmann President/Principal Investigator Historic Property Inventory Report Monday, May 02, 2011 Page 1 of 12 282624 US Highway 101 , Port Townsend, WA 98363 Location DAHP No. Historic Name:Port Angeles & Western Railway Field Site No. Common Name:Chicago Milwaukee St. Paul & Pacific Railway Property Address: Comments: Jefferson CountyTownship/Range/EW Section 1/4 Sec 1/4 1/4 Sec UNCAS Quadrangle Tax No./Parcel No. Plat/Block/Lot Acreage Supplemental Map(s) Coordinate Reference Projection: Datum: Easting: Northing: HARN (feet) Washington State Plane South 1055481 977821 Historic Property Inventory Report Monday, May 02, 2011 Page 2 of 12 Identification Jim McNett Old railroad right-of-way Survey Name:Date Recorded: Field Recorder: Owner's Name:Multiple property owners 04/11/2011 City: Classification:Structure Resource Status:Comments: State:Zip: Within a District?No Contributing? National Register: Local District: National Register District/Thematic Nomination Name: Owner Address: Description Narrative Historic Use:Transportation - Rail-Related Current Use:Vacant/Not in Use Plan:None Stories:0 Structural System:Other Changes to Plan:Not Applicable Changes to Interior:Not Applicable Changes to Original Cladding:Not Applicable Changes to Windows:Not Applicable Changes to Other:Moderate Other (specify):Rails removed Style: Form/Type: Cladding: Foundation: Roof Type:Roof Material: Transportation Study Unit Other Date of Construction: Architect: Engineer:Port Angeles& Western Railway Co. Builder:C.J. Erikson Survey/Inventory Eligibility Status: Determination Date: Determination Comments: Not Determined - SHPO 1/1/0001 NoneNone None None None None Discovery Bay Project 1914 Built Date Historic Property Inventory Report Monday, May 02, 2011 Page 3 of 12 Property appears to meet criteria for the National Register of Historic Places:No Property is located in a potential historic district (National and/or local):No Property potentially contributes to a historic district (National and/or local):No In 1953 when the federal government increased the size of the Olympic National Park thereby lessening lumber harvesting opportunities, the Port Angeles Western Railroad ceased operation and the portions of the Milwaukee Road’s Olympic Line west of Port Angeles ended. In the 1960s, the Milwaukee Road began deferring maintenance on the line and by 1970, with local mill closures the company began considering abandonment. The barging operation between Port Townsend and Seattle, which took 5 to 9 hours for a 45-mile journey, challenged the company financially. The deteriorating condition of the dock in Port Townsend resulted in weight restrictions on carloads and dramatically lowered the number of shipments. Finally in 1980, the Milwaukee Road ended all service west of Miles City, Montana. The Seattle & North Coast Railroad leased the “Olympic Line” for a short period before service was terminated in 1984 and the line was abandoned (Schwieterman 2004:284). The Port Angeles & Western Railway has associations with broad patterns of history (NRHP Criterion A) as a transportation corridor that played an important role in the economic development of the Olympic Peninsula carrying locally harvested lumber to Seattle where it was then shipped throughout the country. The railroad does not have associations with historically significant individuals (NRHP Criterion B) or noteworthy architectural or engineering (NRHP Criterion C) significance. The segment of railway reviewed does not appear eligible for the National Register of Historic Places due to modifications that have compromised its integrity. When the line was abandoned in 1984, the rails and ties were removed and according to department of assessment records the original railroad right-of-way has been claimed by adjoining parcels of land. This segment of line studied includes four trestles along the abandoned railroad right of way. Beginning in 1893, the Port Townsend Railroad operated a line from Port Townsend to Quilcene that included a stop at the head of Discovery Bay. This inventory form has been prepared for the Port Angeles & Western Railway, a later railroad line that extended service from the head of Discovery Bay west to Port Angeles. In August 1914, the Port Angeles & Western Railway Company hired the C. J. Erickson Construction Company to build the line from Discovery Junction to Port Angeles. The rails were laid by November 2, 1914 and the railroad carried its first train on Nov. 23, 1914 (Einarsen 1966:80 and Keeting 1976:68). Traveling on the Port Townsend Railroad line from Discovery Junction to Port Townsend, the line transported large amounts of lumber from the Olympic Peninsula to Seattle, via a barge in Port Townsend. West of Port Angeles, the line connected with the Port Angeles Western Railroad, which had an important role during World War I hauling spruce needed for aircraft construction. The rail and barge connection to Seattle resulted in local growth particularly in Port Angeles, where a subsidiary of Zellerbach Paper Company established a pulp and paper mill (Schwieterman 2004:283). The Port Angeles & Western Railway Company operated until Dec. 31, 1918 when it was taken over by the Milwaukee Road, which referred to the route as its “Olympic Line” (Robertson 1995: 338). In addition to freight cars, this route included two passenger trains. When the Milwaukee Road took over the line between Port Angeles and Port Townsend it added a gas-electric car known as a “doodlebug.” By 1931, when automobile travel increased with the completion of the Olympic Highway 101, the Milwaukee Road ended passenger service. Large shipments of lumber continued to be carried on the line (Schwieterman 2004:283). Statement of Significance: Historic Property Inventory Report Monday, May 02, 2011 Page 4 of 12 This bridge spans east-west over a drainage channel and is the shortest of the trestle bridges. It consists of one bay (only 15 feet center line to center line) with stringers laid between two bents, one at each end. All the sizes of the members are consistent with the other trestles studied. The following paraphrases the description of the timber trestle from Chapter VII of Railroad Construction and inserts the timber dimensions found at Discovery Junction. The floor system of the trestle, which carries the tracks, rests on bents formed by five creosote piles that are 12-15” in diameter at the top end and 6-10” in diameter at the lower end. The bents have two piles on either side battered toward the central vertical pile. The tops of the piles are topped by a 14”x14” cap that is secured to the piles with drift bolts. Two sets of three stringers 10”x18” by 16 feet long are bolted together on each side of the floor and each set is centered on the rail above. The stringers are bolted directly to the caps. This inventory form provides information about an approximately one-mile-long segment of the historical Port Angeles & Western Railway that extended from Discovery Bay west to Port Angeles. This segment of railway wraps around the south end of Discovery Bay and consists of the rail corridor and four trestles. The rails, ties and any support features that may have existed have been removed. Below is a description of the four trestles followed by current photographs of rail corridor, trestles and drawings of typical trestle designs from historical publications. The four bridges along the abandoned railroad right-of-way are typical examples of wood trestle construction from the late nineteenth and early twentieth centuries. Railroads built wood trestle bridges as inexpensive temporary structures to span natural drainage areas, streams and wetlands. Trestle designs were mostly pragmatic and the trestles themselves, initially considered temporary, often remained in place. Among the reasons for trestles, especially in the Northwest, were: 1. Some structures required interim periods for design resolution. 2. Timber structures are solid and safe. 3. Construction time is shortened considerably. 4. It is easier to place long and high fills. 5. Besides the disadvantages of decay and fire, the instances of accidents are far less than with iron structures. 6. The reasons given above apply to areas where timber is cheap, the country and traffic undeveloped, and the company with scarcely sufficient means to put the road in operation (Crandall & Barnes 1913: 212). Trestle Bridge No. 1 (over drainage) [Span: 16 Feet] 2) Trestle Bridge No.2 (over Snow Creek) [Span: 48 Feet] The floor is designed to carry a derailed train and requires spacing the 8”x 8” by 10 foot long ties, which are connected to the continuous stringers, not more than five inches apart. Two 6”x10” guardrails are set in four inches from both ends of the ties. The guardrails are connected to the ties by spikes and by through bolts spaced approximately 7’0” on center. The bridge has had the track removed and replaced with 2”x6” planking in the long direction of the bridge. The east and west ends of the bridge are secured by stacked 10”x18” planks that extend the entire width of the floor plus 6-8 feet on both sides and retain the earth from the roadway on both sides. The bridge is in good condition and appears to have been repaired many times. The surrounding drainage pond doesn’t appear to have eroded the ends of the retaining planks. Description of Physical Appearance: Historic Property Inventory Report Monday, May 02, 2011 Page 5 of 12 The floor is designed to carry a derailed train and requires spacing the 8x8 by 10 foot long ties, which are connected to the continuous stringers, not more than five inches apart. Two 6x10 guardrails area set in four inches from both ends of the ties. The guardrails are connected to the ties by spikes and by through bolts spaced approximately 3'6 on center. The floor system of the trestle, which carried the tracks, rests on bents formed by five creosote piles that are 12-15 in diameter at the top end and 6-10 in diameter at the lower end. The bents have two piles on either side battered toward the central vertical pile. The tops of teh piles are topped by 14 x14 cap that is secured to the piles with drift bolts. The bents are stabilized by through bolted cross bracing 3x12 planks on both sides. Two sets of three stringers 10'x18 area bolted together on each side of the floor and each set is centered on the rail above. The stringers, which span from the centerline of each bent over the stream or to the edge of the pank retaining wall at each end, are bolted directly to the caps through steel angles 6x63'0. The floor is designed to carry a derailed train and requires spacing the 8”x 8” by 10 foot long ties, which are connected to the continuous stringers, not more than five inches apart. Two 6”x10” guardrails are set in four inches from both ends of the ties. The guardrails are connected to the ties by spikes and by through bolts spaced approximately 6’6” on center. This bridge is located west of Trestle Bridge No. 1 and spans east-west over Snow Creek. This 48 foot span bridge consists of three bays with stringers laid between two bents in the stream and one at each end. The bridge has a utility line attached to the south stringer. All the sizes of the members are consistent with the other trestles in APE, some of which are more complicated designs but still fit within the general standards outlined railroad construction texts. The floor system of the trestle, which carries the tracks, rests on bents formed by five creosote piles that are 12-15” in diameter at the top end and 6-10” in diameter at the lower end. The bents have two piles on either side battered toward the central vertical pile. The tops of the piles are topped by a 14”x14” cap that is secured to the piles with drift bolts. The center bent in the middle of the creek has two stacked 14”x14” beams, most likely due to subsidence. The bents are stabilized by through bolted cross bracing 3”x12” planks on both sides. Two sets of three stringers 10”x18” are bolted together on each side of the floor and each set is centered on the rail above. The caps are bolted directly to the stringers, which span from the centerline of each bent over the stream or to the edge of the plank retaining wall at each end. 3) Trestle Bridge No.3 (over Salmon Creek) [110 Feet] This bridge spans north-south over Salmon Creek and is located northwest of Trestle Bridge No. 2. The bridge consists of eight bays with stringers laid between seven bents in the stream and one at each end. The bridge has a slight radius in the northeasterly direction and has a utility line attached to the west stringer. The floor of the bridge is higher that the other three trestles. The sizes of the members are consistent with the other trestles. Trestle No.2 has had the track removed and replaced with 2”x6” planking in the long direction of the bridge. The east and west ends of the bridge are secured by stacked 10”x18” planks that extend the entire width of the floor plus 6-8 feet on both sides and retain the earth from the roadway on both sides. The bridge is subject to severe stream conditions and appears to have been repaired many times. There is unequal erosion at the ends of the retaining planks. Historic Property Inventory Report Monday, May 02, 2011 Page 6 of 12 The floor is designed to carry a derailed train and requires spacing the 8”x 8” by 10 foot long ties, which are connected to the continuous stringers, not more than five inches apart. Two 6”x10” guardrails are set in four inches from both ends of the ties. The guardrails are connected to the ties by spikes and by through bolts spaced approximately 3’6” on center. The floor system of the trestle, which carries the tracks, rests on bents formed by five creosote piles that are 12-15” in diameter at the top end and 6-10” in diameter at the lower end. The bents have two piles on either side battered toward the central vertical pile. The tops of the piles are topped by a 14”x14” cap that is secured to the piles with drift bolts. The bents are stabilized by through bolted cross bracing 3”x10” planks on both sides. Two sets of three stringers 10”x18” are bolted together on each side of the floor and each set is centered on the rail above. The stringers, which span from the center line of each bent over the stream or to the edge of the plank retaining wall at each end, are bolted directly to the caps through steel angles 6”x6” x 3’0”. The track has been removed from this trestle and replaced with 2”x6” planking in the long direction of the bridge. The north and south ends of the bridge are secured by stacked 10”x18” planks that extend the entire width of the floor plus 6-8 feet on both sides and retain the earth from the roadway on both sides. The bridge is subject to severe stream conditions and appears to have been repaired many times. The bridge has had the track removed and replaced with 2x6 planking in the long direction of the bridge. The north and south ends of the bridge are secured by stacked 10x18 planks that extend the entire width of the floor plus 6-8 feet on both sides and retain the earth from the roadway on both sides. The bridge is subject to severe stream conditions and appears to have been repaired many times. This bridge spans east-west over a tidal inlet and is located northeast of Trestle Bridge No. 3. The 110 foot-span bridge consists of eight bays with stringers laid between seven bents in the stream and one at each end. The bridge has a utility line attached to the north stringer. The floor of the bridge is highest of all the bridges. All the sizes of the members are consistent with the other trestles in APE, some of which are much more complicated designs but still fit within the general standards outlined railroad construction texts. 4) Trestle Bridge No.4 (over tidal inlet) [110 Feet] Historic Property Inventory Report Monday, May 02, 2011 Page 7 of 12 Caldwell, Idaho. Keeting, Virginia 1995 Encyclopedia of Western Railroad History: Oregon Washington, Caxton Printers, Ltd., 1976 Carlsborg. In Dungeness: The Lure of a River, edited by Virginia Keeting, pp. 68-70. Olympic Printers, Port Angeles, Washington. 1913 Railroad Construction. McGraw-Hill Book Company, New York, NY. Webb, Walter Loring 1917 Railroad Construction Theory and Practice. John Wiley and Sons, Inc., New York, NY Crandall, Charles Lee, and Barnes, Fred Asa 1966 With Pride In Heritage: History of Jefferson County. Professional Publishing Printing, Inc. Portland, Oregon. Einarsen, Arthur Schwieterman, Joseph Donald Robertson 2004 When the Railroad Leaves Town: American Communities in the Age of Railroad Abandonment, Truman State University Press, Kirksville, MO. Major Bibliographic References: Historic Property Inventory Report Monday, May 02, 2011 Page 8 of 12 Photos 2011 Trestle Bridge No. 1 looking east 2011 Guardrail showing through bolt spikes 2011 Trestle Bridge No. 1 looking west 2011 Trestle Bridge No. 1 - north stringer Historic Property Inventory Report Monday, May 02, 2011 Page 9 of 12 2011 Trestle Bridge No. 2 - West pier (south side) showing utility box attached to the stringer, the massive 14 x 14 cap on top of the piles and the stacked 10x18 timbers that make up the retaining wall. 2011 Trestle 2 - North stringer and double cap at the center bent in Snow Creek 2011 Trestle No. 2 - South side of bridge showing attached utility box and double 14"x14" cap on central bent 2011 Trestle Bridge No. 2 - Bent with the stacked 10x18 timber retaining wall. 2011 Disintegrated guardrail with spikes and through bolt 2011 Trestle No. 2 - North side showing double cap on bent, disintegrated guardrail and 10x18 stringer. Historic Property Inventory Report Monday, May 02, 2011 Page 10 of 12 2011 Trestle Bridge No. 3 - Floor curving northeast over Salmon Creek Trestle Bridge No. 2 - View of one set of stringers comprised of three 10x18 timbers bolted together. The stringer is centered on the rail above. Notice the utility box attached to the stringer. 2001 2011 Trestle Bridge No. 3 - Cap from deck Partial view of east side of Trestle Bridge No. 3 Typical 5 pile bent with massive 14"x14" cap. Notice steel angels with rods that connect the stringer to the cap to the ties on the floor 2001 Shows the cap with the bolted through 3 x 12 diagonal brace. Also shows the closely spaced ties not more than 5" apart with the guard rail on top. Historic Property Inventory Report Monday, May 02, 2011 Page 11 of 12 2011 Trestle Bridge No. 3 - Retaining pier Trestle Bridge No. 3 - Partial east elevation of bridge Shows the dense spacing of the ties and the large guardrail on top. Also shows the steel angles used to connect the stringer to the caps. 2011 2011 Trestle Bridge No. 3 - Underside of stringer Trestle Bridge No. 3 - Spiked guard rail with through bolts every 4th tie 2011 Shows the underside of one stringer which is three bolted through 10x18 timbers centered on the rail above. Notice the bolted through 3x12 diagonal bracing. Historic Property Inventory Report Monday, May 02, 2011 Page 12 of 12 2011 2011 Trestle Bridge No. 4 - Floor of trestle looking east. 2011 Trestle Bridge No. 3 - East side Trestle Bridge No. 4 - south elevation of bridge and the high embankment 2011 2011 Aerial of Project Area with Trestles Numbered 2011 Trestle Bridge No. 4 - looking west over bridge Trestle Bridge No. 4 - Looking east showing utility line attached to north stringer