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The submitter has given permission to the USGenWeb Archives to store the file permanently for free access. http://www.usgwarchives.net ******************************************************************************** CLAY COUNTY HISTORICAL MARKERS The Texas Historical Commission http://www.thc.state.tx.us/index.html SH 79 BRIDGE AT THE RED RIVER Ref. # 96001518 Location: SH 79 across the Red River at the Oklahoma and Texas state line Marker Erected: Narrative: Description: The State Highway 79 Bridge at the Red River consists of 21 100-foot camelback pony truss spans with a single steel I-beam approach span flanking each end (see Photograph 1). A relief structure on the west (Texas) side of the main bridge consists of 26 40-foot steel I-beam spans similar to those used on the main bridge (see Photograph 3). The bridge provides a crossing over the Red River between Clay County, Texas, and Jefferson County, Oklahoma, on State Highway (SH) 79. SH 79 is a short route of about 100 miles originating in Throckmorton County. It extends northeast through Young and Archer counties on its way to Wichita Falls, the Wichita County seat. The route continues through Petrolia and Byers in Clay County, crossing the Red River into Oklahoma and terminating in Waurika, just 6 miles inside the state line. The Red River bridge links Wichita Falls, Petrolia and Byers in Clay County with Waurika in Jefferson County, Oklahoma (see Figure 1). Located in the Western Cross Timbers region of North Central Texas, Clay County has an economy based primarily on oil, agriculture and varied manufacturing. The Texas Highway Department (THD) and the Oklahoma Highway Commission (OHC) jointly undertook the construction of the Red River bridge. The bridge engineers at OHC, who were primarily responsible for designing the bridge, chose riveted camelback pony trusses for the main spans. Two rows of 6-inch H-beams form the truss railing. The truss spans rest on reinforced concrete piers with straight cylindrical columns in a dumbbell configuration (see Photograph 2). Concrete abutments support the bridge ends. The bridge's east abutment and all piers use concrete footings; the west abutment is supported on precast concrete foundation piling (see Figure 2). The relief structure's I-beam spans are supported on a series of precast concrete pile bents. These spans, along with the single approach span on the main bridge, feature open concrete railing with grooved decorative treatment on the end posts (see Photograph 4). Both structures provide a 24-foot roadway flanked by 18-inch curbs serving as refuge walks for stranded pedestrians. OHC prepared plans for the bridge with the approval of THD engineers. In 1939, Brooks & Dahlgren, Inc., constructed the bridge under contract to OHC. Several joint efforts were made to control erosion resulting from shifting river banks. These repairs, implemented as early as 1956 and continuing into the 1990s, included the installation of timber piling, steel and timber jetties and stone rip rap. No other major repairs have been performed on these structures. As such, they retain substantial integrity of design, materials and workmanship. The structures and their surroundings appear relatively unchanged since 1939, maintaining integrity of location, setting, feeling and association. Although no projects are currently planned for the Red River bridge, its BRINSAP sufficiency rating as of March 1996 is 47.8, making it eligible for replacement under the federal Highway Bridge Replacement and Rehabilitation Program (HBRRP). The State Highway 79 Bridge at the Red River was constructed in 1939. This camelback pony truss bridge is significant for rarity of type. As such, it meets Criterion C in the area of Engineering at a state level of significance. The bridge is additionally significant for facilitating major economic development in the region. It therefore also meets National Register Criterion A in the area of Transportation (subcategory Regional Economic Development) at a state level of significance. (Refer to Section F, Associated Property Types, for a discussion on subcategories within an area of significance.) The Red River bridge was built as part of a joint effort between the Texas and Oklahoma highway departments to replace a toll bridge and provide a more direct route between Wichita Falls, Texas, and Waurika, Oklahoma. Although SH 79 first appears on Texas highway maps in 1932, the segment from Wichita Falls to the Oklahoma state line is labeled as an unimproved dirt road. This segment was not maintained by the state and held a conditional designation as a state highway. Rather than use this dirt road, motorists traveling from Waurika to Wichita Falls chose to head west on US 70 and cross into Texas on SH 30, now US 277, despite the 8-mile increase in route length. In addition to the Red River bridge project, THD implemented related projects for upgrading this segment of SH 79. The upgraded highway would better link two major oil-producing regions located in Central Oklahoma and southwest of Wichita Falls. The bridge construction project was a joint undertaking between THD and OHC. Construction and maintenance costs for such projects were usually financed equally by the states involved. The responsibility of preparing the plans, specifications and estimate (PS&E) and of supervising the construction for any particular bridge alternated between the two bordering states. For the Red River bridge, OHC took on these responsibilities, with the consultation and approval of THD engineers. By 1932, citizens from both sides of the state line had begun pushing for a free bridge to link Byers and Waurika. Two possible sites, downstream from the Byers toll bridge and about one mile apart, were under consideration. Despite a lack of funding for a bridge project, OHC proceeded with preliminary investigations of the sites. Homer White, OHC Bridge Engineer, explained his agency's position in his February 7, 1934, letter to THD: The State Highway Commission of Oklahoma . . . advise that they will not be in a position to construct this bridge during the year of 1934. They feel, however, that this bridge is probably desirable and are willing to consider it in the following year, in all probability . . . I therefore am of the opinion that we will be justified in making preliminary studies as to the location of this structure. George Wickline, State Bridge Engineer, reported in his October 16, 1934, response to a Petrolia citizen who had complained of delays in the planning process: This matter has been taken up several times with the State Highway Department of Oklahoma, and they stated that owing to a rush of work in connection with the NRA [National Recovery Act] Program, they are not in position to make immediate investigation of this [bridge project] with the State Highway Department of Texas. . . . The Oklahoma State Highway Department have (sic) been short of funds on account of diverting their State Highway funds to take care of other state indebtedness. The Oklahoma State Highway Commission have (sic) been embarrassed during the past two years. We hope this condition will be improved with the additional grant of federal funds. On December 14, 1934, officials from both highway departments met at a joint site inspection to choose the final site for the bridge. THD engineers found both sites satisfactory and left the decision to OHC engineers, who voiced a preference for the northern (upstream) location. Due to the lack of available funding, it was anticipated that the bridge construction project would not be programmed for several years. The project was therefore put on hold. In July 1937, anticipating the upcoming bridge project, THD began to focus on the construction of SH 79 between Byers and the bridge site and applied for National Recovery Work Relief (NRWR) Program funds for its construction. In addition, THD requested permission from the Works Progress Administration (WPA) to divert funds from an NRWR project on the adjacent segment of SH 79, between Petrolia and Byers. This project included grading, drainage structures and select material, but the placement of select material (a single course of crushed sandstone) was eliminated from the project and the savings used on the Byers to Red River segment. Work on this segment began on January 27, 1938, and was completed July 23, 1938. Planning on the bridge construction project resumed on January 7, 1938, when a second joint site inspection was held with the additional participation of engineers from the Bureau of Public Roads (BPR). The inspection report cites a concern regarding potential scouring at the northern site, which was located adjacent to a bend in the river. As a result, this location was eliminated in favor of the alternate site downstream. The tentative bridge layout discussed at the inspection called for a 2,200-foot main bridge with two relief structures, 160 feet and 950 feet in length. The bridge's foundations would be placed in an underlying stratum of red shale. The preliminary estimate came to $430,000 based on this layout. By May 1938, OHC had placed the bridge project on its regular Federal Aid Program for 1939. In mid-June, OHC bridge engineers began working on the plans. They chose to use 21 standard-design camelback pony truss spans for the main bridge. OHC favored the riveted camelback truss and made extensive use of it on state highways, with over 170 remaining in service. The Red River bridge is, however, the only camelback pony bridge surviving on a state highway in Texas. The bridge is also the fourth longest highway department truss bridge in the state. The bridge is unique for the grooved decorative treatment on the concrete railing used on the approach spans and relief structure. On August 1, 1938, OHC submitted the PS&E for THD's review and approval. Echoing a previous suggestion regarding the interstate bridge in Fannin County (refer to nomination of State Highway 78 Bridge at the Red River, FN0279-02-024, NRHP 1995), THD recommended the use of pier copings in the bridge design. In his August 24, 1938, letter, Julian Montgomery, State Highway Engineer, stated "It is believed that the appearance and stiffness of the piers would be enhanced by a coping on top of the web and connecting the two shafts." He also expressed a preference for a "railing design which offers less obstruction to view, such as a metal railing or a low concrete railing with one horizontal bar the top of which would not be over about 3 ft. above the top of roadway surface." In his September 27, 1938, response, White stated, "I do not believe that the appearance of the top of the piers is enhanced by extending a web to the top of the piers and adding a coping to it. Furthermore, I feel that the web as designed provides adequate stiffness for the pier columns. Therefore, I have not conformed to your suggestion in this matter." He did, however, revise the railing design for approach spans and relief structure, providing low concrete railing similar to that used by THD. With these changes made, OHC proceeded with an application to BPR for federal aid. Plans submitted included the design revisions and showed just one relief structure, on the Texas side of the truss bridge. The updated cost estimate came to $427,000. On October 29, 1938, BPR approved the PS&E, providing an allocation of federal funds to cover roughly half of the estimated project cost. The two highway departments entered into a contract covering the bridge's construction and maintenance which specified that duplicate bids be filed in Oklahoma City and Austin. On November 22, 1938, bids were opened at both locations. After reviewing the 11 bids received, both states agreed to award the contract to Brooks & Dahlgren, Inc., of Oklahoma City, on its low bid of $345,188.50. The Virginia Bridge & Iron Company of Roanoke, Virginia, fabricated the truss spans. A special provision required the contractor to hire an equal number of laborers from each state. Construction on the bridge and associated relief structure began on January 2, 1939. The project was completed on September 11, 1939, under budget and ahead of schedule, at a cost of just over $340,000. Texas Highway Commissioner Harry Hines presided over the dedication ceremony held on February 21, 1940. Bibliography: "Highway Party Scheduled for Wednesday." Wichita Daily Times, 18 February, 1940, 1. "Hines to Speak at Highway Event." Wichita Daily Times, 5 February, 1940, 1. King, Joseph E. Spans of Time: Oklahoma Historic Highway Bridges. Oklahoma City: Oklahoma Department of Transportation, 1993. Texas Highway Department. Plans of Proposed State Highway Improvement. Control- Section-Job No. 0282-01-001, located at TxDOT headquarters in Austin. Texas Highway Department. Project Correspondence Files. Control-Section-Job No. 0282-01-001, located at TxDOT headquarters in Austin. Texas Highway Department. Twelfth Biennial Report of the State Highway Commission. Austin, n.p., 1940. BUFFALO SPRINGS Marker #561 Location: Junction of FM 174 and FM 3077 City: Buffalo Springs Marker Erected: 1936 Marker Text: A landmark as early as 1849. Watering place for buffalo hunters. Site of a proposed permanent United States Army post, July, 1867. Abandoned due to lack of water and timber, November 19, 1867, and Fort Richardson on Lost Creek was established instead, November 26, 1867. Served as a stage stand and camp ground between that post and Fort Sill. Scene of battle, July 12, 1874, between Indians and George W. Stevens, Captain of Texas Rangers. (1964) BUFFALO SPRINGS, C.S.A. Marker #563 Location: Junction of FM 174 and FM 3077 City: Buffalo Springs Marker Erected: 1965 Marker Text: On line of sentry forts along Red River and far frontiers of North Texas, 1861- 1865. Used at intervals by cavalry, especially at such times as 1864 massing of 3,000 federals to the north, in Indian territory. Soldiers here saw little of war's glory, had large share of fighting and shortages of guns, ammunition, food, clothing and horses. Site of "forting up" of families wishing to stay, with goods and stock, near frontier homes; lived in picket houses in fortified square, placing guards on water or wood gathering parties; in 1862 left during water famine. (1965) BYERS HIGH SCHOOL Marker #591 Location: At intersection of North and Washington streets, inside school building City: Byers Marker Erected: 1967 Marker Text: Land given to found school (first in north Clay County) by A. W. and G. W. Byers. First superintendent Edgar Haney, later legislator, promoted first independent school district laws. Rufus Rush, first graduate, later taught President Lyndon B. Johnson. Recorded Texas Historic Landmark - 1967. OLD CITY CALABOOSE Marker #3707 Location: Fifth and N. Bridge, Henrietta; at Clay County Pioneer Association City: Henrietta Marker Erected: 1962 Marker Only CAMBRIDGE Marker #1343 Location: At east entrance to Clay County Courthouse City: Henrietta Marker Erected: 1971 Marker Text: (Early County Seat) Founded 1860, but abandoned to marauding Indians, 1863. Settlers returned in 1870 and installed a grist mill. Developers surveyed townsite in 1874; school, church, shops, and hotel were built. Post office was established and Fort Sill-Fort Richardson military telegraph line came through in 1876. First newspaper in county was founded there. Rapid growth halted when town was bypassed by Fort Worth and Denver Railroad in 1882. By then place was known as Henrietta -- the name retained when county seat was moved here. Cambridge Cemetery still exists (a mile north of historic townsite). (1971) Incise in base: Erected by Clay County Historic Survey Committee, 1971. CLAY COUNTY Marker #910 Location: At Junction of US 82 and Spur 510 at east city limits of Henrietta City: Henrietta Marker Erected: 1936 Marker Text: Disorganized in 1862 because of Indian raids; reorganized August 4, 1873. Henrietta, headquarters for buffalo hunters until 1878; the first Hereford cattle in Texas were brought to Clay County 1875 from Beecher, Illinois by William S. Ikard. Original county seat Cambridge moved to Henrietta 1874. CLAY COUNTY COURTHOUSE Marker #911 Location: On courthouse square City: Henriette Marker Erected: 1962 Marker Only CLAY COUNTY JAIL Marker #25 Location: 116 Graham Street City: Henrietta Marker Erected: 1986 Marker Text: Constructed in 1890 by the Pauly Jail Building and Manufacturing Company of St. Louis, Missouri, this is Clay County's third jail building. Construction of the jail included adjacent living quarters for law officers and their families. Stuccoed in 1929, the two story brick structure, with stone foundation and sills, boasts details of corbelled brick, rusticated stone, and pressed metal. Official use of the building was discontinued in 1973. Recorded Texas Historic Landmark - 1986 JOY UNITED METHODIST CHURCH Marker #2870 Location: Just off FM 173, in Joy, at intersection with unpaved road in center of town City: Joy Marker Erected: 1983 Marker Text: The oldest church in the Joy community, this congregation was chartered as a Methodist Episcopal Church, South, in April 1881, when the settlements was known as Fannin Town. The site of the organizational meeting, now part of Joy Cemetery, was under an oak tree west of a log schoolhouse where early services were held. The first sanctuary was built here in 1891. From early camp meetings to the present programs of community involvement, Joy United Methodist Church has been a vital force in the surrounding rural area for over a century. (1983) PLEASANT VALLEY CEMETERY Marker #4054 Location: From Buffalo Springs take FM 3077 2 miles south. Continue straight on dirt road about one mile, take the next right turn and continue south about .7 miles. City: Buffalo Springs vicinity Marker Erected: 1988 Marker Text: The community of Pleasant Valley was begun following the Civil War. A one-room schoolhouse was built for the residents of the area and also served as a place of worship. This cemetery, located near the school site, was established in 1883 on land donated by pioneer settler Jim Draer. The earliest documented burial is that of Lydia Bowman (1873-1883). Many early settlers are interred in the cemetery, as are veterans of the Civil War, World War I, World War II, and Korea. A cemetery association maintains the historic graveyard. (1988) SHANNON CEMETERY Marker #11811 Location: .5 miles E of Shannon on FM 175; 5 miles S on local road City: Shannon Marker Erected: 2000 Marker Text: Established near a flourishing spring of water and a general store in 1878, the settlement around this site was known as Stampede Springs. The first burial in this cemetery was that of Mary W. Gibson (1824-1879). Trustees of the Stampede Springs School community purchased five acres including this site for a school, church and graveyard in 1880. A post office opened in 1893, and the town was renamed Shannon, either by the U. S. Postal Service or by local settlers. In 1907 another acre was donated to the cemetery. The population of Shannon was 112 in the mid-1920s. A cemetery association was established in 1949. In 1990 the population was 23. There were 311 graves in the cemetery at the end of the 20th century, with 104 family names represented. (2000) ST. ELMO HOTEL Marker #5030 Location: 106 East Omega Street (US 82) City: Henrietta Marker Erected: 1963 Marker Only