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A History of Bridge Building in Tennessee

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A History of Bridge Building in Tennessee 2 A HISTORY OF BRIDGE BUILDING IN TENNESSEE Austin Peay Bridge: Three of these historic photographs show construction scenes from 1926 of the Austin Peay Bridge (top and right). The bridge spans the Cumberland River in Gainesboro in Jackson County. The state built this rare K truss between 1926 and 1928 as part of the state’s extensive 1920s road-building program. The state named the bridge the Austin Peay Bridge in honor of the popular Progressive-era Tennessee governor, known as the “Good Roads Governor” who died suddenly in October 1927. The fourth photograph (bottom) is from 1941, after the 39-span timber approach viaduct burned (Photographs from the Tennessee Technological University Archives, Cookeville). 20 A HISTORY OF BRIDGE BUILDING IN TENNESSEE A HISTORY OF BRIDGE BUILDING IN TENNESSEE Tennessee is a long and narrow state bordered on the east by the Appalachian Mountains and on the west by the Mississippi River. It is divided into three distinct geographic regions known as the Grand Divisions: East Tennessee, Middle Tennessee, and West Tennessee. East Tennessee contains the Unaka Range of the Appalachian Mountains. The Cumberland Plateau divides East and Middle Tennessee. The Tennessee River divides Middle and West Tennessee, except for Perry and Hardin counties that lie partially or totally east of the river but that are generally considered to be in West Tennessee (see Figure II-01). While present day Tennessee was still part of North Carolina, the first permanent European settlers began to migrate over the mountains into the eastern part of the state in the late 1760s and in the next decade moved further westward to Middle Tennessee. In 1796 the federal government established the State of Tennessee. Due to Tennessee's geographic proximity to North Carolina and Virginia, settlers entered the state through East Tennessee, with that area developing more quickly than the rest of the state. East Tennessee is primarily hilly or mountainous and settlements were scattered along narrow valley floors. Territorial Governor William Blount designated Knoxville, the largest city in East Tennessee, as the capital, which it remained until 1812 except for one day in 1807 when the state legislature designated Kingston as the capital. During the antebellum period, as Middle Tennessee became more SURVEY REPORT FOR HISTORIC HIGHWAY BRIDGES HIGHWAY FOR HISTORIC REPORT SURVEY densely settled, it emerged as the economical and political center of the state, in part, due to the agrarian economy supported by large farming areas and access to river markets. As a reflection of this changing power structure, the legislature moved the capital to Nashville in Middle Tennessee from 1812 until 1817. The legislature then moved the capital back to Knoxville for a year before moving it to Murfreesboro in Middle Tennessee until 1826. In 1826 the legislature again designated Nashville as the capital. In 1834 members of the constitutional convention commanded the state legislature to select a permanent location in 1843. After substantial debate, the legislature chose Nashville as the permanent capital and, in an effort to close the debate, immediately initiated construction of the Tennessee State Capitol (a National Historic Landmark) by appointing a building commission and hiring William Strickland as the architect. Most of West Tennessee was not available for settlement until the government acquired the area from the Chickasaw Indians through the Jackson Purchase in 1818. As a speculative venture, several prominent citizens from Middle Tennessee established the town of Memphis in the extreme southwest corner of the state on the Mississippi River in Shelby County, the first county the state legislature created in West Tennessee (Folmsbee et al. 1969:150). Unlike the hilly or mountainous East and Middle Tennessee where settlement usually occurred in the valley areas,West Tennessee is generally flatter. West Tennessee developed more slowly than the rest of the state and, apart from the cotton plantation areas of Fayette, Hardeman and Shelby Counties, did not flourish until the railroad industry provided transportation and access to markets in the post Civil War period. A HISTORY OF BRIDGE BUILDING IN TENNESSEE 21 SURVEY REPORT FOR HISTORIC HIGHWAY BRIDGES HIGHWAY FOR HISTORIC REPORT SURVEY Figure II-01: Map of Tennessee showing the grand divisions. With 19,200 miles of streams,Tennessee contains a variety of small rivers and creeks as well as several major rivers with 1,062 miles of navigable waterways. The Holston River and the French Broad River merge in East Tennessee to form the Tennessee River that flows south into Alabama and then swings north to flow through West Tennessee. The Cumberland River flows in a U-shape through eleven counties in northern Middle Tennessee. The Mississippi River runs along the edges of the five counties that form the western border of Tennessee. Many smaller rivers crisscross the state such as the Obed, Calfkiller, Forked Deer, Duck, Elk, and Nolichucky. During the early settlement periods, these streams served as a major means of transportation that allowed access to various areas of Tennessee. Cities that became major urban centers such as Knoxville, Chattanooga, Nashville, and Memphis developed alongside larger rivers. Other communities of various sizes adjacent to streams also grew and some even flourished only to die as overland transportation became more accessible and reliable. Residents located nearly all the county seats, especially those in early settled areas, near relatively substantial streams. Builders often oriented eighteenth century homes towards streams or designed them with dual facades facing both the stream and the road. Yet, paradoxically, these same streams that brought many people to Tennessee eventually became barriers to growth and transportation. Ultimately, they came to be seen as obstacles to be spanned. BUILDING LOCAL ROADS In the late eighteenth and early nineteenth centuries, many parts of the country were too involved with basic settlement issues and local matters to attempt the development of road networks. Settlers in areas such as Tennessee were too busy trying to survive in the wilderness to expend much effort on roads. They used old, animal and Indian trails as their roads and undoubtedly forded most streams or possibly built crude rafts to cross larger streams. As a result, roads generally followed landscape features that resulted in an irregular configuration. These first routes were crude dirt trails fit only for travel by foot or horseback and were inaccessible to wagon traffic. 22 A HISTORY OF BRIDGE BUILDING IN TENNESSEE Although roads were needed during this period, individuals or land companies rarely built them. Through the 1820s, the federal government built most of the larger roads, however, they were few in number. Between the 1830s and 1850s, turnpikes built by individuals or companies as profit making ventures dominated the road building effort, and many turnpike companies flourished. During this period, people viewed turnpikes as a fair business since only users paid to travel on them. Immediately before and after the Civil War, road building languished, especially in the South, as a result of the emphasis placed on the development of rail lines. However, by the 1880s, as stable local governments at the city and county level emerged, they became responsible for most road projects within their jurisdiction. Beginning about 1880, a national movement to improve roads emerged, the Good Roads Movement. Although this movement at first did not advocate the federal government being the lead agency, the movement eventually led full circle to the federal government assuming responsibility for the nation’s transportation system through the Federal-Aid Act of 1916. During the settlement period on the frontier in Tennessee, the first pioneers blazed their own trails to reach their property. These early trails (or traces or paths) were crudely cleared areas over which people walked or rode horses. True “roads” that were suitable for wagon traffic came later. By the early nineteenth century, road builders began to use artificial paving materials, even in rural frontier areas. The best road surface during the nineteenth century was “macadam” pavement, a system John Loudon MacAdam (1756-1836), a Scottish builder and engineer, developed in 1816. After amassing a fortune in New York, he returned to his native Scotland where he served as a road trustee for his district. After numerous experiments, he developed an inexpensive but durable road-surfacing material. The road base consisted of layers of clean, broken, or crushed stone mechanically locked into place by rolling and bonded by small stone particles worked into the voids and then set with water, tar, or asphalt (Schlereth 1985:28). The roadbed became firmer as traffic passed over it, revolutionizing road construction. In 1831 the first macadam road was built in Tennessee. SURVEY REPORT FOR HISTORIC HIGHWAY BRIDGES HIGHWAY FOR HISTORIC REPORT SURVEY Another early road type was plank roads, formed with sawn boards, such as the Pigeon Roost Road in Memphis or the Hales Point Turnpike. Builders formed "corduroy roads," such as the "W" Road (Anderson Pike) in Hamilton County, by placing logs cut in half crosswise with the flat side up. Builders frequently used this road covering in swampy or wet areas. Urban streets were often paved with bricks or cobblestones. Early rural roads were typically eight to ten feet wide. Early trails allowed other settlers to follow, resulting in a certain degree of stability and safety to all the settlers. During the settlement period, private land companies often built road systems to attract settlers for economic reasons. An example is the Wilderness Road along the southern border of Virginia from Sullivan County west to Claiborne County (Tennessee) and north through the Cumberland Gap into Kentucky. This corridor is one of the most well known routes taken by early settlers "and one of the most important routes of migration in our national history" (Folmsbee et al.
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