Farewell Stormy Acres
After passing Arlington, another growing city, we cross the Stillaguamish River; next we pass the village of McMurray, romantically situated on the bank of a beautiful lake in the woods, and then skirt the banks of several other lakes, all situated in the dense forests, the timber growing from the very edge of the water to the summits of the surrounding hills. One two-story frame building has already been completed on a clearing made in the timbers for that purpose, and sixty Polish families are expected in a few days. They will commence active operations at once.
It seems to me that they have a life work before them in clearing off the dense forest where they expect to make their farms; and I firmly believe that a farm in Utah is easier made by irrigation than one in Washington by clearing timbers. As we proceeded up a narrow valley in the foothills of the Cascade Range, we found our train enveloped in dense smoke, to keep out which it became necessary to close the car windows, though the day was sultry and warm.
We soon discovered the fact that a forest fire was raging in front of us; but we passed through it in safety. One of the passengers now informed me that a few months ago the train was delayed for five hours, not far from the same point and that the fires on that occasion so completely surrounded the cars that the train men could neither pull ahead nor back up, until they had cleared the track of the fallen timber, and that while doing the latter, the heat was so intense that the men nearly perished with suffocation.
As we neared Sumas, the snowcapped peak of Mt. Baker came in view. This is a mountain very similar in shape to Mt. Rainier and the other peaks that I have mentioned before, and is 10, feet above sea level. The Twin Sisters, two other lofty mountain peaks of the Cascade Range, which from the distance appear exactly alike, is another landmark of great interest to tourists. They are seen to good advantage from the little railway station called Deming.
A ten-mile ride brought us to the great Fraser River, which we crossed on a substantial bridge, and we next found ourselves at a station called Mission on the main line of the Canadian Pacific Railway. Our train having made connections with the east going ditto, we passed on traveling westward along the right bank of Fraser River; after a while we crossed the Pitt River, and then passed Port Moody at the head of Burrard Inlet. This place was for a short time the terminus of the Canadian Pacific Railway; but the water being too shallow for large vessels the port was moved farther down the inlet.
From here to Vancouver the railway follows the south shore of the inlet, where the outlook to the north is truly delightful; snow-tipped mountains, beautiful in form and color, rise opposite and are vividly reflected in the mirror-like waters of the deep-set inlet. We arrived at Vancouver at p. This ended my railway journey in the land of America for this time. In order to reach this northern seaport town, I have traveled 1, miles by rail from Salt Lake City, as follows:.
After putting up at the Waverley Hotel, I hastened to the wharf to look at the steamer Miowera which is destined to carry me off to strange lands. I soon learned that the ship had met with an accident on her last voyage, in the breaking of a part of her machinery; and that in consequence of this she would not sail until Monday the 20th inst. Thursday, May After visiting the Canadian Pacific Railway offices and examining the stateroom assigned me onboard the Miowera , I proceeded to post myself in regard to British Columbia, Vancouver, the Canadian Pacific Railway, etc.
The city of Vancouver is situated at the western end of Burrard Inlet, a deep landlocked arm of the sea, eleven miles in length with an average width of about two miles, constituting the inlet named, a magnificent harbor and enabling it to rank with the great harbors of commerce. The site of Vancouver is remarkable for its beauty, its easy gradients, and facilities for drainage. The main portion of the ground on which the city stands is peninsula in character, False Creek, a tidal arm of English Bay, paralleling Burrard Inlet near the eastern boundary of the city. The western knob of this peninsula is a military reserve, about one thousand acres in extent, and comprising the so-called Stanley Park.
This reserve has been leased to the city for park purposes at a nominal rental. Vancouver has both gas and electric lights. Capilano River on the opposite side of the inlet, with a dam six miles up the valley, is the source of water supply for the city; the water is piped across the inlet.
Matthaei Farewell - Ann Arbor Observer
A tramway connects Vancouver with New Westminster, a young city of 9, inhabitants situated on the Fraser River, 12 miles southeast of Vancouver. Until , the site of Vancouver was covered with a dense forest. From May to July of that year its growth was most rapid; but in July a fire spreading from the surrounding forest swept away every house but one in the place, and with this one exception, every building now seen in the city has been built since that time.
The present population is about 20, Vancouver is the western terminus of the Canadian Pacific Railway, and the most important seaport town on the Pacific coast north of San Francisco. Locally, and coastwise, Vancouver has direct and regular communication by steamship with Victoria, Nanaimo, Portland, San Francisco, and all up and down the coast. Vancouver, or Burrard Inlet, is a concentrating point for the lumber interests of the British Columbian coast.
The saw mills around its shores in had a capacity of about , daily or ,, feet per annum. While the beautiful location of Vancouver cannot fail to please the traveler, I certainly do not admire its city plot, or general survey. The streets, though perhaps more regular than those of Seattle, Portland, and some other western towns, run in all directions, without any reference to the cardinal points of the compass, and the blocks and lots are too small. On the other hand the city spreads over so much ground leaving so many vacant lands between the occupied portions, that the expense of making roads, extending water mains, etc.
If every founder of a city would visit the capital of Utah before making his final surveys, he would gain some object lessons that would enable him to lay off his town site with more taste and consistency. Nor is the peculiar shape of the sites, waterfronts, or slopes of such cities as Vancouver and Seattle a sufficient excuse for making all the streets crooked and irregular, at least not according to my judgment.
While the readers of the News may be pretty well posted in regard to the building of our five United States transcontinental railways—the Union Pacific, the Northern Pacific, the Great Northern, the Atlantic and Pacific, and the Southern Pacific—I am of the opinion that most of them know but a very little about the sixth of these great continental highways, namely the Canadian Pacific Railway. Hence I submit the following:. A railway from the Atlantic to the Pacific, all the way on British soil, was long the dream of a few Canadians. This dream of the few became, in time, the hope of the many, and on the confederation of the British North American provinces, in , its realization was found to be a political necessity.
Then the government of the new Dominion of Canada set about the building of the Canadian Pacific Railway. Much of the country through which the railway must be built was still unexplored. Toward the east, all about Lake Superior and beyond to Red River was a vast rocky region where deep lakes and mighty rivers in every direction opposed the progress of the engineer. Beyond Red River for a thousand miles stretched a great plain, known only to the wild Indian and the fur trader, then came the mountains, range after range, in close succession, and all unexplored.
Through all this, for a distance of nearly three thousand miles the railway surveys had first to be made. These consumed much time and money; people became impatient and found fault and doubted. There were differences of opinion, and these differences became questions of domestic politics, dividing parties, and it was not until , twenty years ago, that the construction commenced in earnest.
The machinery of government was found to be ill adapted to the carrying on of such an enterprise; hence, after many changes and delays, it was decided in , to surrender the work to a private company. Consequently the Canadian Pacific Railway company was organized early in , and immediately entered into a contract with the government to complete the line within ten years. At that time the railway system of eastern Canada had already advanced far up the Ottawa Valley, attracted mainly by the rapidly growing traffic from the pine forests; and it was from a point of connection with this system that the Canadian Pacific Railroad had to be carried through to the Pacific coast, a distance of 2, miles.
Of this the government had under construction one section of miles between Lake Superior and Winnipeg, and another of miles from Burrard Inlet, on the Pacific coast, eastward to Kamloops Lake in British Columbia.
The two sections of railroad already under construction were to be finished by the government, and together with a branch line of 65 miles already in operation from Winnipeg southward to the boundary of the United States, were to be given to the company, in addition to its subsidies in money and lands; and the entire railway, when completed, was to remain the property of the company. The company set about its task most vigorously, and while the engineers were exploring the more-difficult and less-known section from the Ottawa River to and around Lake Superior, and marking out a line for the navvies, work was commenced at Winnipeg, and pushed across the prairies, where miles of the railway was completed before the first year.
During the second year the rails advanced miles. The end of the third year found them at the summit of the Rocky Mountains, and the fourth in the Selkirks, nearly 1, miles from Winnipeg. While such rapid progress was being made west of Winnipeg the rails advancing at an average rate of more than three miles each working day for months in succession, and sometimes five and even six miles in a day , armies of men, with all modern appliances and thousands of tons of dynamite were breaking down the barriers of hard and tough Laurentian and Huronian rocks and pushing the line through the forests north and east of Lake Superior with such energy that eastern Canada and the Canadian northwest were united by a continuous railway early in The government section from the Pacific coast eastward had meanwhile reached Kamloops Lake, and then the company took up the work, and carried it on to a connection with the line advancing westward across the Rockies and the Selkirks.
The forces worked towards each other; met at Craigellachie, in Eagle Pass, in the Gold, or Columbian, range of mountains; and there, on a wet morning, November 7, , the last rail was laid in the main line of the Canadian Pacific Railway. The company did not confine its energies to the mere fulfillment of its contract with the government, but in order that the railway might fully serve its purpose as a commercial enterprise, independent connections with the Atlantic seaboard were secured by the purchase of lines leading eastward to Montreal and Quebec; branch lines to the chief centers of trade in eastern Canada were provided by purchase and construction, to collect and distribute the traffic of the main line; and other branch lines were built in the Northwest for the development of the great prairies.
The close of found the company, not yet five years old in possession of no less than 4, miles of railway, including the longest continuous line in the world, extending from Quebec and Montreal all the way across the continent to the Pacific Ocean, a distance of 3, miles, and by the midsummer of , all this vast system was fully equipped and fairly working throughout. One line of railway was extended eastward from Montreal across the state of Maine to a connection with the seaports of Halifax and St.
And now the lines owned and operated by the Canadian Pacific Railway embrace upwards of 6, miles. This journey can be accomplished in six days. Friday, May I spent the day writing for the News and taking in the sights of Vancouver.
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In the evening I attended a theatrical performance in the Vancouver Opera House, where a New York company played Alabama , a meritorious representation of life in the Southern States after the war. The company is billed for Salt Lake City, and deserves liberal patronage. I find the people of Vancouver a pleasant and obliging people to associate with. Not that I wish to speak disrespectfully of my own adopted country; but facts are facts.
And in regard to kind and affable manners and genuine politeness, the average American could learn a great many valuable lessons from his British cousins. As this is my first visit to British Columbia, I have endeavored to post myself in regard to the country and its resources. British Columbia is the most westerly province of Canada. It extends from the 49th parallel—the international boundary line between Canada and the United States—on the south to the 60th degree of north latitude, and from the summit of the Rocky Mountains westward to the Pacific Ocean, Vancouver Island, and Queen Charlotte Islands being included within its bounds.
The province contains the immense area of , square miles—a diversified country of huge mountain ranges, fruitful valleys, magnificent forests, and splendid waterways. It has an ocean frontage of over miles, abounding in harbors, sounds, islands, and navigable inlets. Of its many fine harbors one of the best is the Burrard Inlet a few miles north of the Fraser River , where the city of Vancouver is situated. It can have no great future as an agricultural country. Perez, Heceta, and Cuadra, Spanish explorers, had explored and taken possession of the Nootka country the west coast of Vancouver Island for Spain in —9, at which time there were no signs of European occupation in this vicinity.
James Cook, who touched at Nootka in , and La Perouse, who visited the coast in , brought to the knowledge of the world the unappropriated wealth of furs which floated in these waters, and the arrival of the Russians followed. Then followed disputes between Spain and Russia in regard to the possession of the country.
Next British traders established themselves at Nootka, violent measures were adopted by the Spaniards against the British fur traders, the distempers of which reached Madrid and London, and culminated in the Nootka Convention in , leaving the possession of country, still in dispute. In George Vancouver, an explorer, commissioned to act for England, arrived on the coast on the war sloop, Discovery. He explored what is now Puget Sound and named it after Peter Puget, one of his officers, while the large island was named after Vancouver himself.
While he was still engaged in his explorations, he was jailed by some Spaniards, who on June 23, , entered the Burrard Inlet, which they named Canal de Lagama[r? In due course of time, the Spaniards abandoned that part of the Northwest and left the British in sole possession. Panoramic view of the city of Vancouver, In gold was discovered on the mainland in the bed of the Fraser River, and in an act was passed by the Parliament of Great Britain to provide for the government of British Columbia, by which name was known thereafter the domain of England in the western mainland of North America.
Formerly the country was called New California. In the following year Vancouver Island was constituted a separate colony and so remained until , when, on account of the enormous expense of maintaining the machinery of government among a mere handful of people, the two dependencies were merged into one.
The miners brought in a lawless and turbulent element and a stronger government was much desired to the law-abiding portion of the inhabitants. This led to the confederation of British Columbia with Canada in , since which the resources of the country have been slowly but gradually developed. Queen, the proprietor at the Waverley Hotel, invited his theatrical guests and myself for a drive through Stanley Park.
When we returned we had traveled about ten miles; and we all enjoyed the ride immensely. Everything looked green and beautiful in the immense park, which affords several attractions. Among them are several big trees of which one in particular drew our attention. Its trunk near the base measured 52 feet in circumference. Previously the World , the other daily paper published in Vancouver, had printed an article on Utah and the Saints, on the basis of a conversation I had with the editor. Both articles were written in our favor, though they contained a few inaccuracies.
After spending some time in the city library I talked religion to the hotel people till a late hour. Not having been invited to preach in any of the churches in Vancouver, I attended religious meeting in the YMCA building, and there spent some time at the city library. Toward evening I went onboard the steamship Miowera , took possession of my stateroom, and slept onboard.
Vancouver claims to be a religious and moral town. I never knew before that the former was a type of Christian piety and the latter a sample of old Sodom and Gomorrah, as that speaker indicated; but perhaps he is right. Is it possible that Toronto has stuck to the inspired and moral teachings of the late Parley P. Pratt and John Taylor of sixty years ago, and that the good moral condition of that historic city is the fruit of their teachings? So may it be. The inhabitants of San Francisco, with but a very few exceptions, have always rejected the message of salvation brought them by our elders.
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Instead of sailing today at noon, we remained stationary on the Vancouver Harbor, the broken machinery not yet being fully repaired. Tuesday, May 26 . A few hours later we found ourselves sailing between the wooded islands of the archipelago which dots the Strait of Georgia and Puget Sound almost from one end to the other. The numerous channels and straits which separate the different islands are very deep, permitting the Miowera , which draws about twenty-two feet of water, to sail within a few hundred feet of the shores in several places. This makes the voyage very interesting.
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Most of the islands are inhabited, though very sparsely. One of the smaller ones called Darcey is occupied by seven Chinese and one white leper, who are doomed to absolute solitude during the remainder of their natural lives. A local steamer calls once in three months to bring them provisions; they cultivate a nice little garden, and live throughout quite comfortable.
One has here in combination the sublimity of Switzerland, the picturesqueness of the Rhine, the rugged beauty of Norway, the breezy variety of the thousand islands of the St. Lawrence, or the Hebrides of the North Sea, the soft, rich-toned skies of Italy, the pastoral landscape of England, with velvet meadows and magnificent groves, massed with floral bloom, and the blending tints and bold color of the New England Indian summer.
The geography and topography of this sheet are alone a wonder and a study. Glance upon the maps. The elements of earth and water and seem to have struggled for dominion one over the other. The Strait of Juan de Fuca and the Strait of Georgia narrow into Admiralty Inlet; the inlet penetrates the very heart of the coast country, cutting the land into most grotesque shapes, circling and tossing into a hundred minor inlets, into which flow a hundred rivers, fed in their turn by myriads of smaller creeks and bayous—a veritable network of lakes, streams, peninsulas, and islands, which, with the mountain ranges backing the landscapes on either hand, cannot fail to be picturesque in the extreme.
Puget Sound and the Strait of Georgia have about eighteen hundred miles of shoreline, and all along this long stretch is one vast and almost unbroken forest of enormous trees. The forests, in fact, are so vast that although the thousands of sawmills in the country have been ripping five hundred million feet of lumber out every year for the past ten years, the spaces made by these inroads seem no more than garden patches. From to the ownership of a large number of the islands in the Strait of Georgia was in dispute. Should those islands be looped into the territory of Uncle Sam, or given to John Bull?
Passing on we are soon sailing in plain view of the great Vancouver Island in the waters of the Canal de Haro, and looking out toward the Pacific Ocean through the Strait of Juan de Fuca. The scenery continues grand and sublime all the way. The morning is cold and windy and heavy clouds rest upon the snowcapped summits of the Olympian Mountains southwest of us, as well as upon the heights of Vancouver Island on our right. As we approach the mouth of Victoria Harbor, we view with great interest the Empress of India , one of its three great steamers plying regularly between Vancouver, British Columbia, and China and Japan.
The three are almost alike and were built at the same place by the same company only a few years ago. The Empress of India has just returned from one of her regular trips to China and Japan and is disembarking passengers and unloading cargo off the harbor of Victoria. She draws too much water to go in. Another object of interest as we entered the Victoria Harbor was the wreck of the coast steamer San Pedro , which ran on a rock five years ago. Several unsuccessful attempts have been made to dislodge her; half of her hull has been washed away by the breakers, and the remainder sticks to the rock as a warning to other vessels.
Our next stopping place will be Honolulu. Victoria is the capital of British Columbia and has a population of nearly 20, It is charmingly situated on the southern extremity of Vancouver Island, overlooking the Strait of Juan de Fuca to the Pacific, and beyond the Gulf of Georgia, the mainland. Across the strait southward are the beautiful Olympic Mountains, and far away in a southeasterly direction the white cone of Mt. Baker, in the state of Washington is conspicuous. The climate of Victoria is said to be very much the same as England, and the town is peculiarly English in all its characteristics.
The city has many fine public and private buildings, and large commercial houses. A railroad extends northeasterly seventy miles to the great coal mines at Nanaimo. Esquimalt Harbor, two miles from Victoria, is the British naval station and rendezvous on the North Pacific, with naval storehouses, workshops, graving docks, etc. A number of men-of-war can be found there at all times, and strong fortifications are being constructed.
The harbor of Victoria is only suitable for vessels drawing up to about sixteen feet of water. In actual colonization was commenced, and in the town of Victoria was laid out. Its growth, however, was slow until after when the gold fields of British Columbia were opened. In the place only contained inhabitants, and the whole island of Vancouver But there were about 17, Indians on the island at that time. Vancouver Island is the largest island on the west coast of America, being about miles long and with an average width of about fifty miles, and contains an estimated area of from 12, to 20, square miles.
The interior of the land is mountainous. The shores are exceedingly picturesque, bold, rocky, and rugged, broken on the western side into numerous bays and inlets, like those of the mainland, with intervening cliffs, promontories, and beaches; while on the northern and eastern sides the absence of ocean indentations are remarkable. The island is generally wooded, the borders with fir, back of which are hemlock, and the mountains with cedar. Between the ridges which cross and interlace are small valleys affording but moderate agricultural facilities. Thursday [Tuesday], May 21 continued.
One of the boilers of the Miowera being in need of repair, our stay in Victoria, British Columbia, was prolonged until p. The distance to Honolulu from Vancouver is 2, knots or nautical miles; from Honolulu it is 2, miles to Suva, and the distance from Suva to Sydney is 1, miles. It took us fully an hour to get clear of the Victoria wharf and get turned around, the channel being very narrow; but the task was successfully accomplished at last, and the ship headed for the Strait of Juan de Fuca, through which she passed during the darkness of the night, with Vancouver Island on our right and the state of Washington terminating in Cape Flattery on our left.
To sail through the strait in the daytime is said to be very interesting, the sight of the Olympian Mountains on the south affording an ever-changing variety of beautiful scenery, as well as the wooded shores of Vancouver Island on the north. The night was cloudy, dark and windy, and as we passed out into the great Pacific, the heavings of the vessel began to produce that effect upon some of the passengers which is the unwelcome but sure forerunner of that common disease known as seasickness, for which no ancient or modern patented or unpatented medicine has ever proved a sufficient remedy.
Most of the passengers did not arise this morning for good and sufficient reasons. Those who did were rewarded for their efforts by being privileged to inhale freely the fresh ocean breeze which the heavy wind blowing from the southwest sent across the deck of the good ocean steamer. But no land and no coast vessel greeted the eye of the keenest and most long-sighted observer. We were fairly out on the broad face of the greatest ocean in the world, and nothing but its turbulent surface and high, rolling waves were to enhance the vision for several days to come.
During the day, seasickness reigned supreme, only a few of the forty-nine passengers onboard showing up for meals. Fortunately, your correspondent was one of these, not because his appetite was more ravenous than that possessed by mankind generally, but because he had decided with all the resolution and willpower which he possessed that he would not yield to seasickness on his first voyage on the Pacific. We had sailed miles since we left Victoria last night, and it was 2, miles to Honolulu.
The day was windy, misty, and cold, and the increased motions of the vessel made the state of affairs among the passengers worse than yesterday. Your correspondent had interesting conversations with the captain and several of the other officers of the ship, as well as with those of the passengers who were not sick.
Of course I had no objection, and so the lecture was only deferred until the weather became better. Last night was a stormy one, and this morning the sea, now thoroughly whitecapped, rolled heavier than ever. The seasickness was the only predominant feature onboard; the excellent meals served in the stately dining saloon were but poorly patronized, and the deck, washed with spray from the heavy seas occasionally, was no longer a pleasant promenade for those who were able to walk about.
It is very interesting to watch the quaint movements of these long-winded specimens of the feathered family, and to see them capture the articles of food as they float upon the waters. As the sea rolled high and the vessel swayed to and fro so much that the deck could not be promenaded with any degree of comfort, your correspondent spent part of the day in his little stateroom.
The Miowera Photo of Miowera is a modern steamer in all its details; it was built in by Messrs C. Swan and Hunter, of Wallsend-on-Tyne, England, to the order of James Huddart, managing owner of the ship as well as the Warrimoo , which is an exact counterpart of the Miowera and was built by the same firm, at the same time and for the same service. Both vessels are fitted with a complete system of water ballast on the double-bottom system, thus giving great stability and safety. In length they are feet overall with a beam of more than 42 feet, and a molded depth of 28 feet, with a registered tonnage of about 3, tons, and a cubic capacity of about 5, tons.
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On trial the ships indicated 4, horsepower, and attained a speed of 17 knots. The dining room of the Miowera is a magnificent department extending the whole width of the ship and capable of seating persons. The staterooms are exceptionally large and are all on the upper deck; they are well ventilated, and furnished in modern style, with every necessary convenience. The ship is fitted with duplicate installation of electric lights throughout. The forecabins, for the use of second-class passengers, are also chiefly on the upper deck; the floors are tilled and the rooms are well ventilated, at least in fine weather, when the portholes can be kept open, and generally speaking, the second-cabin accommodations are very good, considering the fact that only half the amount is paid by second-class passengers of what saloon passengers pay for their passage.
The Miowera is one of the steadiest sea boats that I have ever traveled in; old sailors who have been on the sea for twenty years and upwards claim that she is one of the finest ships afloat as far as easy sailing is concerned. She plows through the water so gracefully and easy and heaves and rolls so gently that both crew and passengers must necessarily be delighted with her.
There are much larger ships in the world than the Miowera , but perhaps only a few that excel her for comfort and convenience. And the same can be said of the Warrimoo , I am told. The Miowera is chartered to carry a crew of 75, and she has accommodations for carrying after-cabin and 60 second-cabin passengers—a total of souls. On the present voyage she has souls onboard. Of these 27 are saloon or first class passengers, 22 forecabin or second-class passengers, and 82 persons belonging to the ship.
James Stott, a young man 40 years old of Scotch birth, is the captain and commander; James W. Lawrence, a good-natured, open-faced, and corpulent Englishman, born in Australia, is the chief officer; Frank A. Hemming, a pleasant man of Canadian birth, is the second officer; and Hawwell B.
Sayer, a young unmarried Englishman of spare build, ranks as third officer. The fourth officer is not along on this voyage. All the officers, including the purser and chief engineer, are young men, rather good-looking, pleasant in their manner and address, and above the average of nautical officers in intelligence. Laboring directly under the command of the captain and the three officers are one boatswain, one carpenter, four quartermasters and nine ordinary sailors. Under him there are six subordinate engineers and 25 firemen and trimmers. This includes cooks, waiters, barber, etc. Thomas B.
Young, the purser to whom I was first introduced in Vancouver, is a young gentleman of culture and quite intelligent. Frederick Whittingham, the chief steward, is also a gentleman of note and a very important officer onboard a ship. The parcel at Geddes appears small and unassuming from the road, with just an old farmhouse between Dixboro Rd. But it's much bigger than it looks. The house sits on thirty-one acres just east of the city in Ann Arbor Township.
The Matthaei family purchased both the house and mill from the Parker family shortly after they ceased milling operations in In Fred Matthaei Jr. That was just a small slice of the acreage amassed by Matthaei's father, Frederick Sr. According to mgoblue. Like his father, Fred Jr. He also developed the Matthaei Farms subdivision off Geddes. And in June, the Ann Arbor Township Board of Trustees approved an amended planned unit development PUD rezoning and area plan to build a senior housing complex on the Parker farmhouse parcel which curves deeply southward and eastward around the county park.
Beztak has permission to build up to units, including independent living duplexes, independent and assisted living apartments, and memory care rooms. Construction is expected to begin in spring and run through spring The Parker farmhouse will remain. Beztak is required to adhere to the standards of the National Register of Historic Places and will use the house as either a single-family residence or an administrative office.
It's a very strategic area in terms of its location to hospitals and other activities and the freeway. The names of the corporate applicants were different, but the same developer, Charles Maulbetsch, spearheaded both the Traditions and Verdura. Moran says the second project eventually petered out due to ongoing economic troubles and Maulbetsch's untimely death in at age fifty-four. Moran says he's optimistic about the latest plan.
He expresses appreciation that Beztak owns and operates its senior living facilities, including developments in Birmingham, Rochester Hills, and West Bloomfield Township, rather than building and then selling them off. The project has the Matthaei family's blessing as well. Fred Jr.