This restoration shows the original Schlicher’s Covered Bridge near North Whitehall in Lehigh County, Pennsylvania as seen on January 1, 1963.
The 116 foot long bridge was built in 1882 and crossed Jordan Creek. The construction was a Burr Arch truss type with a 17 foot roadway width.
Deterioration & other maintenance issues forced the closure of the bridge in 2010 to traffic. Because repairs to the old bridge were deemed too costly, it was decided to replace the bridge with a new covered bridge on the same location. The bridge in this photo was dismantled in October, 2013.
The new Schlicher’s Covered Bridge was built with 10% of the old bridge materials to satisfy requirements to keep the bridge on the National Register of Historic Places and was opened to traffic in 2014.
This restored glass plate negative from the Seaside Historical Museum shows a candy wagon and owner along with & the Dixie Restaurant near the present-day Turnaround on the Seaside Promenade at Seaside, Oregon ca 1918-1925. The boardwalk was replaced by the current promenade in 1920.
This unique restoration from the original negative shows the Bridge of the Associated Oil Tanker FRANK H. BUCK starting to slip below the surface after her collision with the American President Line passenger ship PRESIDENT COOLIDGE at San Francisco in heavy fog on March 6, 1937.
The 408 foot long steel-built tanker was built by Union Iron Works of San Francisco, CA and launched in February 1914 for Tide Water Associated Oil Company.
The ship had a beam of 55 feet & was 6077 gross tons. It was powered by a 3 cylinder triple-expansion engine & four Scotch boilers & geared to a single 4-bladed propeller that gave the ship 2600hp and a top speed of 11 knots (12.5 mph).
From a NOAA report of the incident:
“On March 6, 1937, bound through the Golden Gate for Martinez with a full cargo of oil from Ventura, Frank H. Buck was rammed head-on by the Dollar Lines luxury passenger liner President Coolidge.
(The) Buck heard warning signals too late, and took evasive action only when collision was unavoidable. At the nearby Marine Exchange station at Lands End, the lookout “heard the fog horns of both vessels for some minutes before the crash.” The fog was too thick to see anything… he said, “then, all of sudden came the crash. Through the heavy fog it sounded like a big, muffled boom of a Presidio gun.
At once the Coolidge sent up three short whistle blasts and I knew right away something went wrong, for that was a distress signal.
After that there was an awful silence, broken only by buoy horns.” When the vessel was down by the bow trailing oil, the crew was ordered into the lifeboats.
Quick and efficient lowering of the boats, and the prompt response by rescue craft from the Coast Guard and the San Francisco Police Department, were largely responsible for saving all hands.”
While the bow of the BUCK was touching the bottom of the bay, the stern remained defiantly above the water. Efforts were made to tow the BUCK to port but the currents proved too strong and the ship broke apart with the stern section drifting & crashing into the rocks off Mile Rock Beach.
Ironically, the drifting part of the BUCK found a final resting place alongside the rusting hulk of her twin sister, the Lyman Stewart!
Not only did these two vessels meet their demise within the shadow of where they had been built, but in a bizarre string of events they met their demise in the same manner, under the same circumstances, in the same area of the treacherous Golden Gate channel, and, possibly most remarkable of all, in their demise these twin tankers were separated by the same distance they had been separated in their launching cradles nearly a quarter of a century before!
Both wrecks were dynamited and partially removed leaving mostly only the equipment such as the big steam engines. The losses were within 15 years of each other.
The strange coincidence was publicized with an illustration of the Frank H Buck sinking in an edition of the popular book of oddities; “Ripley’s Believe It Or Not!”
People gather in front of the Moore Hotel in Seaside, OR to watch & listen to the Royal Rosarians from Portland’s Rose Festival play during the celebration of the dedication of Seaside’s new promenade on August 7, 1921. The view is from the turnaround looking north.
This restoration from a vintage photograph shows dignitaries & citizens gathered at the Turnaround in Seaside, OR for the dedication of the city’s new Promenade on Sunday, August 7, 1921.
The turnaround marks the end of the Lewis & Clark expedition and now features a statue of the pioneers in the center. It is one of the most recognized landmarks in the state.
The promenade was built (along with the turnaround) in 1920, replacing a wooden boardwalk. It runs for 1.5 miles from North Seaside to the southern end of town and parallels the Pacific ocean, popular & busy almost year-round.
This is a view of the Game Deck, located on the aft section of the Sports Deck on the SS AMERICA as seen while docked in New York in August 1962.
The 723 foot ship was built by Newport News (VA) Shipbuilding & Drydock Company & was launched on August 31, 1939. The ship was sponsored by Eleanor Roosevelt. She made her maiden voyage as the flagship of the USL line on August 10, 1940 and was one of the few ships that had her interior areas designed by women.
On May 28, 1941, the ship was called to service by the US Navy for use as a troopship & served with distinction transporting on one voyage alone over 9000 troops. She was given back to USL in 1946 and resumed her passenger service.
In 1964 she was sold by USL to the Greek-owned Chandris Group which continued her in passenger service under different names until 1979. Sold several more times, with maintenance neglected, she made several small unsuccessful voyages and was eventually laid up.
In 1993 she was sold to a group in Thailand with the plan to make the ship into a 5-star floating hotel. She left Greece under tow bound for Thailand on Dec. 31, 1993. She would not make her destination. A violent thunderstorm on Jan 17 snapped the towlines and the ship was driven aground at Fuerteventura in the Canary Islands. Unable to be refloated, the ship broke in two just aft of the second funnel in 48 hours. The stern section collapsed to the port side & sank in 1996, the bow section however remained defiantly upright until sections of it collapsed in 2005 and by 2007, AMERICA had disappeared under the waves of the Atlantic, a better resting place for the Grand Dame of the United States Line then facing the scrapper’s torch.
This restoration from the badly deteriorated master glass negative by W. Montag from the Archives of the Seaside Oregon Historical Museum captures a finely detailed sand sculpture of a mother and child on the beach at Seaside, Oregon circa 1910.
Perhaps inspired by the wreck of the coastal passenger ship SS VALENCIA which ran up on the rocks at Vancouver Island a few years earlier in January 1906, where 36 men survived but none of the over one hundred women & children aboard survived the cold & stormy conditions of the wreck. Some of their bodies were later found washed up on the beaches of Puget Sound, Washington.
This restored image shows the Lafayette Elementary School at the intersection of California and West Lander St. in Seattle Washington on Friday, April 15, 1949, two days after a magnitude 7.1 earthquake shook the building. As there was no children in school at the time due to spring break, no-one was hurt. Tropple Sound Service is on scene to photograph the building.
The three gables of the building crumbled, piling bricks on the sidewalk and the chimney developed several severe cracks. Sections of walls fell out, leaving gaping holes. The building, built in 1893 was deemed too costly to repair and was demolished A new single story school was built on the property but not opened until 1951. It is still in use today.
This restoration from the original glass plate negative shows what was the Beaver Hill Oregon schoolhouse as seen circa 1900.
Beaver Hill was a community formed after the discovery of coal in one of the ridges separating the Coquille & Coos River watersheds about 12 miles south of Coos Bay in 1894. It became a company town after a mine was constructed. The town had several hundred residents but it has been said that during the peak times of mine operation there were nearly 1000 residents there. The town had the school, store, saloons, & other small businesses but most uniquely, had no road…people and goods came and went via a spur track of the Coos Bay Roseburg & Eastern Railroad (later Southern Pacific Railroad).
The mine was created by J.D. Spreckels Co. in 1894 and was in operation until 1923.
Providing different grades of coal, most of the coal was shipped to the San Francisco area. Sometime in 1906, the Southern Pacific Railroad acquired the Beaver Hill property & continued the operations until it was shut down for good.
After the closure of the mine, most all of the buildings were either dismantled or destroyed. In subsequent years, the mines were filled in, the railroad that served the town was removed and almost all traces that a company town existed were gone.
Today, the area that was the Beaver Hill Mine area has no evidence of it’s existence and is mostly in private ownership.