Draft Report for Historical Studies Survey Neches River Bridge March 2016 Jefferson and Orange Counties CSJ: 7220-01-001 TxDOT Rail Division

Hannah Vaughan, Principal Investigator

This technical report is produced for the purposes of meeting requirements under Section 106 of the National Historic Preservation Act, the Antiquities Code of Texas, and other cultural resource legislation related to environmental clearance as applicable.

Abstract

The Texas Department of Transportation (TxDOT) proposes to construct an additional rail bridge over the Neches River parallel to and north of the Kansas City-Southern (KCS) Railway lift bridge in Orange and Jefferson Counties, Texas. The proposed project would also involve construction of a second mainline track to allow for rail crossovers to minimize train and vehicular delays and realign industry connections in downtown Beaumont. The existing Neches River rail bridge would remain in place and would continue to operate (see Figure 1 Project Location Map).

The western terminus of the proposed project is located approximately 170 feet north of the intersection of Archie Street and the existing KCS Railway line (Jefferson County), and the eastern terminus is located at Old US 90 just west of Rose City (Orange County). The planned bridge crossing would be constructed just north of the existing railroad bridge. The total length of the proposed project is approximately 1.68 miles. The proposed project would require approximately 2.00 acres of additional right of way and 21.5 acres of temporary easement.

The existing Neches River Bridge consists of a single-track, vertical lift span railroad bridge with a single, movable, subdivided Warren through-truss span between two towers. The bridge was constructed in 1941 and serves as the primary east-west rail corridor through the Beaumont area. The lift bridge is operated remotely by the KCS Railway, although operating rights are shared with three other companies, including: the Union Pacific Railroad (UPRR), the Burlington Northern and Santa Fe (BNSF) Railway Company, and Amtrak. The proposed rail bridge would be constructed approximately 35 feet north of the centerline of the existing bridge and would be a through-truss lift span bridge.

Hicks & Company is under contract with TxDOT to study the project’s potential impacts to historic resources, in compliance with Section 106 of the National Historic Preservation Act (NHPA) of 1966, as amended, and to prepare a National Environmental Policy Act (NEPA) environmental document for this undertaking. Tasks covering non-archeological historic resources include developing a Project Coordination Request (PCR) and Research Design (approved by TxDOT ENV on November 11, 2015), conducting a historic resources reconnaissance field survey, evaluating project effects to historic properties, and preparing a reconnaissance survey report.

A total of thirteen historic-age resources were identified in the 150-foot Area of Potential Effects (APE) based on a reconnaissance survey conducted on November 23, 2015. Additionally, two Official Texas Historical Markers (Nancy Tevis and Beaumont: Lumber Mill City of the Nineteenth Century) are pole-mounted and located in the adjacent Riverfront Park within the APE.

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Historians evaluated all historic-age resources according to the National Register of Historic Places (NRHP) criteria for eligibility and have recommended two resources eligible for listing in the NRHP: the Beaumont Police Department (Resource 1) and the Neches River Bridge (Resource 10). Two additional resources are contributing to the NRHP-listed Beaumont Commercial District (Resources 2 and 3) (see Figure 4.1 Historic-Age Resources Survey Map). Based on an evaluation of project impacts to the recommended-eligible resources, the project is anticipated to have no adverse effects to historic resources. The project is recommended as having a de minimis impact to the recommended NRHP-eligible Beaumont Police Department (Resource 1).

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Project Identification . Date: 03/24/2016 . Date(s) of Fieldwork: 11/23/2015  Historical Studies Survey Type: Constraints Analysis ☐ Reconnaissance  Intensive ☐ . Report Version: Draft  Final ☐ . Regulatory Jurisdiction: Federal  State ☐ . TxDOT Contract Number: 50-41DP5006 . District: Beaumont District (TxDOT Rail Division) . County or Counties: Jefferson and Orange Counties . Highway: Neches River Bridge from Archie Street to Old US 90 . CSJ: 7220-01-001 . Report Author(s): Hannah Vaughan and Elizabeth Porterfield . Principal Investigator: Hannah Vaughan

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Project Description . Project Type: Construction of an additional railroad bridge over the Neches River . Total Project Length: 1.68 miles . New Right of Way (ROW) Acreage: 2.00 acres . Easement Acreage: 21.5 acres

Project Description and Impacts: The project area is located in Orange and Jefferson Counties where they meet on the Neches River in the city of Beaumont. The proposed project would construct an additional rail bridge over the Neches River parallel to and north of the existing Kansas City-Southern (KCS) Railway lift bridge (see Figures 2-1 through 2-3 Proposed Bridge Typical Sections). The proposed project would also involve construction of a second mainline track for rail traffic to and from the bridge, as well as construction of crossovers for rail access to and from the original line and to accommodate industry connections in downtown Beaumont (see Figure 3 Proposed Adjacent KCS Mainline Track Typical Sections). The existing rail bridge would remain in place and would continue to operate.

The western terminus of the proposed project is located approximately 170 feet north of the intersection of Archie Street and the existing KCS Railway line in Jefferson County; the eastern terminus is located near the Old US 90 alignment just west of Rose City in Orange County (see Figure 1 Project Location Map). The total length of the proposed project is approximately 1.68 miles. The majority of the proposed project would be constructed within the existing railroad right of way. Minimal amounts of new right of way, totalling approximately 2.00 acres, would be acquired at two locations: an area on the west side of the river near the wye connection of the KCS and Burlington Northern Santa Fe (BNSF) Railways (between Gilbert Street, Main Street, and Riverfront Park), and a small area near the eastern terminus of the proposed improvements (near Old Highway 90). Four small rail operation structures west of the Neches River, one of which is of historic age, would be removed or relocated in order to construct the proposed improvements. A 21.5-acre temporary easement south of Interstate 10 (I-10) in Orange County would also be required for a laydown yard (see Figure 1).

The existing Neches River Bridge was constructed in 1941 and is a single-track, vertical lift bridge with a single, movable, subdivided Warren truss span. The lift span length measures approximately 245 feet between two 73-foot towers. The bridge provides 200 feet of horizontal clearance between channel fenders.

The proposed rail bridge would be constructed approximately 35 feet north of the centerline of the existing bridge and would be a through-truss lift span bridge. Preliminary design plans are currently under development. At this time, these plans show that the proposed rail bridge would be supported by cast-in-place concrete piers on drilled shafts. The existing fendering system would be expanded to extend underneath the proposed bridge and would continue to provide 200 feet of

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horizontal clearance between channel fenders. The lift span would extend 320 feet between two 50-foot-wide lift towers. Altogether, the bridge facility would measure approximately 730 feet from abutment to abutment. The east bridge approach would utilize an embankment, while the west bridge approach would utilize either an embankment or a retaining wall in order to minimize impacts to the adjacent Riverfront Park.

. Area of Potential Effects (APE): The existing ROW ☐ 150’ from proposed ROW and easements  300’ from proposed ROW and easements ☐ Custom: ______feet from proposed ROW and easements ☐

Project Setting

Study Area: Project historians have reviewed the Texas Historical Commission (THC) Historic Sites Atlas, including NRHP, State Antiquities Landmark (SAL), Recorded Texas Historic Landmark (RTHL), and Official Texas Historical Marker (OTHM) properties. According to the Atlas, there are two NRHP- listed properties, one NRHP-listed historic district, one SAL, two RTHLs, and nine OTHMs that fall within 1,300 feet of the APE (see Figures 4-1 through 4-4 Historic-Age Resources Survey Map). Some of these resources have more than one designation. An overview of all resources and their respective designations is included in Table 1 below. Two of the OTHMs, the Nancy Tevis marker and the Beaumont: Lumber Mill City of the Nineteenth Century marker, are within the project APE. These pole-mounted markers are located in the adjacent Riverfront Park.

One block of the NRHP-listed Beaumont Commercial District, the 900 block of Orleans Street, falls within the 150-foot APE. The updated (2008) NRHP nomination lists three resources on that block: 905, 967, and 985 Orleans Street, all of which are contributing resources. The structure at 985 Orleans Street closest to the rail line has been demolished since completion of the nomination.

Table 1: Previously Designated Historic Resources Resource Name Designation In APE (1) NRHP-listed Jefferson County property No Courthouse (2) SAL (3) OTHM (1) NRHP-listed Jefferson Theatre property No (2) RTHL

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Table 1: Previously Designated Historic Resources Resource Name Designation In APE (3) OTHM (4) contributes to district Beaumont Commercial NRHP-listed district Yes District (1) RTHL First Baptist Church/ (2) OTHM No Tyrrell Public Library (3) contributes to district Millard, Henry OTHM No Tevis, Nancy OTHM Yes Beaumont: Lumber Mill City of the Nineteenth OTHM Yes Century Beaumont OTHM No Saint Anthony’s Cathedral OTHM No Port of Beaumont OTHM No

Historic Land Use: Until the latter part of the nineteenth century, the land immediately adjacent to the project area on the west side of the Neches River was largely undeveloped, with the majority of the growth of Beaumont located several blocks north. Sanborn map research revealed that by 1889, the streets within the project area were platted and sparsely settled with residences near Main Street. The Beaumont Lumber Company was located south of the project area at Main and Milam streets along with a small courthouse and square. Further residential development was evident by 1894 as well as a new Jefferson County Courthouse on the square at Milam and Main streets. By 1899, the existing railroad line, known at the time as the Kansas City, Pittsburgh, and Gulf Railroad, was visible on Sanborn maps and extended east-west along Washington Street (today S. Gilbert Street). The Beaumont Lumber Company continued in operation between Main and Milam streets extending to the river. The area immediately surrounding the railroad track remained sparsely developed with residential construction at that time.

The first decade of the twentieth century marked the beginning of industrial and commercial development flanking the rail corridor within the project area. By 1904, the railway was identified as the KCS Railroad, and adjacent development on the south side of the tracks included a rice mill and a coal and wood company at Main Street, a lumber company at Pearl Street, and a hotel between Neches and Sabine streets (today Park Street). On the north side of the tracks, a KCS Passenger Depot was located between Jefferson and Archie streets. Industrial development continued along the rail corridor, and in 1911, adjacent facilities on the south side of the tracks

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included the same rice mill at Main Street and a different lumber company between Pearl and Orleans streets. Facilities on the north side of the tracks included a City Hall building at Main Street and a wholesale grocery and a new hotel building at Pearl Street. Adjacent development on both sides of the tracks between Orleans and Trinity streets remained largely residential.

By the mid-twentieth century, the project area was almost entirely industrial and commercial in character. Adjacent resources on the south side of the tracks included a paper mill and warehouses at Main Street, auto sales and service facilities between Pearl and Orleans streets, and a hardware company and a KCS Railroad freight house at Trinity Street. On the north side adjacent to the railroad tracks was a Municipal Market building (in the former City Hall structure) at Main Street, a storage and transfer company facility at Pearl Street, and a wholesale grocery company between Park and Neches streets. Only a few scattered residences remained on either side of the tracks west of Park Street.

Current Land Use: Today, the project area is characterized by commercial, industrial, and civic development. The segment of the proposed project within Beaumont extends west from the bank of the Neches River approximately one-half mile into the city and traverses some of the oldest and most densely developed areas of Beaumont.

On the west side of the river (Jefferson County), the project area is located immediately south of the historic core of Beaumont. Between Orleans and Pearl Streets, the project area abuts the Beaumont Commercial District, an NRHP district listed in 1978 with a boundary expansion in 2008. The district is comprised of 54 contributing resources dating from the late-nineteenth to mid- twentieth centuries in Beaumont’s historic commercial core. East of the district boundary, the proposed project area passes through an area of downtown characterized by civic land use with several mid- to late-twentieth-century civic buildings including the Beaumont Police Department, City Hall, and the Beaumont Civic Center. On the bank of the Neches River in this area is Riverfront Park, a public recreational area with a miniature amphitheatre, trails, a covered pavilion, a picnic area, a river observation deck, and boat docks.

The project area within downtown Beaumont west of Neches Street and south of the rail line is comprised primarily of industrial and rail-related facilities, including a number of warehouses and tool yards operated by Eastham Forge, Inc. The exception to this is the 1932 Jefferson County Courthouse (NRHP 1982) located south of the project area at Milam and Main Streets. Both the north and south sides of the railroad alignment within the project area are also characterized by a number of vacant parcels and paved parking lots.

The immediate project area at the river crossing includes an historic-age truss bridge spanning the Neches River. At this location, the proposed project is located within the existing railroad right of way and within the Port of Beaumont, a historic-age deep-water international seaport. Although largely outside of the project APE, facilities at the Port (on the Jefferson County side) include a

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peninsula with wharfs, a transit shed, lots for the unloading and storage of cargo, the Port of Beaumont’s administrative building, and a turning basin. The Port of Beaumont also owns a larger and less developed tract of land within the project area on the east side of the river (Orange County). Facilities on the east side of the river near the project area, but largely outside of the project APE, include the Jefferson Energy Rail and Marine Terminal that receives crude oil by rail and truck, a ship and barge dock, and a rail and marine terminal with a circular rail spur.

Historic Period: Three historical periods were identified within the study area: Transportation: Rail and Shipping (1899–1973), Oil Discovery and Petroleum (1901–ca. 1968), and Shipbuilding and the Port of Beaumont (1908–1973). Based upon the anticipated let date of 2018, the historic-age date for the survey was determined to be 1973 to include resources 45 years of age and older. The anticipated period of significance is 1899 to 1973. The following is a list of property types of historic-age resources identified within the APE. Additional examples of the property types below are present within the APE but are not of historic age.

Transportation–Rail: One historic-age railroad truss bridge at the Neches River crossing was identified within the APE. In addition to the bridge, the KSC Railway corridor was also identified as a historic-age resource. It has provided rail service in its current alignment since at least 1899. One historic-age rail-related building was also identified within the APE on the west side (Jefferson County) of the bridge approach. Transportation–Shipping: Three historic-age resources related to shipping were identified within the APE: the Port of Beaumont, an office building (now the Port Operations Department), and a warehouse affiliated with the Port. The Port of Beaumont is a deep-water international public seaport providing cargo unloading and storage, cargo transportation facilities, and a turning basin. While most of the complex is outside of the APE, a historic-age warehouse that is part of the Port and within the APE was surveyed. Commercial: Three historic-age commercial structures were identified within the APE and range in age from the early to mid-twentieth century. These commercial resources include two buildings that are contributing resources to the NRHP-listed Beaumont Commercial District. The third commercial resource is a small mid-twentieth-century store. Religious: One historic-age religious resource, Ebenezer Missionary Baptist Church, was identified within the APE. The building plaque denotes the congregation formed in 1938, and the existing building was constructed in 1952. Governmental/Civic: Two historic-age civic resources were identified within the APE. These include the Beaumont Police Department and the Beaumont Municipal Transit (BMT) System facility. Industrial: One historic-age industrial resource was identified within the APE: a large warehouse/shed and tool yard complex associated with Eastham Forging, Inc.

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Comments on Project Setting: Historic research identified the presence of the NRHP-listed Beaumont Commercial District, two NRHP-listed properties, one SAL, two RTHLs, nine OTHMs, and a historic-age bridge within the project study area. Based on the project location within downtown Beaumont and its association with the historic-age railroad corridor, it was anticipated that additional historic-age resources would be encountered within the project APE. A reconnaissance- level survey was required to identify other historic-age resources. Resources 45 years of age and older were documented.

Consulting Parties : The following consulting parties were identified:

Jefferson County Historical Commission Theresa Goodness, Chair 985 19th Street, Beaumont TX, 77706 (409) 835-8480, [email protected]

Jefferson County Certified Local Government Ramona Hutchinson, Preservation Officer 3660 Wing Foot, Beaumont TX, 77707 (409) 291-0212, [email protected]

City of Beaumont, Beaumont Certified Local Government Chris Boone, Director of Planning/HPO 801 Main Street, Ste 205, 77701 (409) 880-3764, [email protected]

Beaumont Main Street Tom Bell, Acting Executive Director 390 Fannin Street, Beaumont, TX 77701 (409) 838-2202, [email protected]

Historic Bridge Foundation Kitty Henderson, Executive Director P.O. BOX 66245, Austin, Texas 78766 (512) 407-8898, [email protected]

Kansas City Southern (KCS) Railway Kevin McIntosh, Asst. Vice President State & Local Relations 427 W 12th St, Kansas City, MO 64105 (816) 983-1303, [email protected]

On November 19, 2015, prior to the field survey, an email was sent to the consulting parties listed above. The email described the proposed project and included a map of the proposed project area and all previously identified historic resources in the project area. An email response was received from Theresa Goodness, Chair of the Jefferson County Historical Commission. A copy of this response is included in Appendix A.

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Survey Methods

Surveyors: Hicks & Company

Methodological Description: The need for a reconnaissance-level survey was established by the PCR accepted by TxDOT ENV in October 2015, based on the presence of historic-age resources within the project area. A Research Design for the reconnaissance-level survey was submitted to TxDOT ENV and approved on November 17, 2015.

Prior to conducting the survey, field maps were created using Jefferson and Orange County Appraisal District (CAD) year-built data if available. During the survey, all structures wholly or partially within the APE which appeared to be of historic age were photographed.

Following the field survey, historic aerial photographs (1939, 1959, and 1970) were used to verify the date of the surveyed resources. Two resources were omitted from the final resource list because they did not appear on the 1970 aerial photographs, and additional research indicated that they were constructed after the 1973 historic-age date.

Two Official Texas Historical Markers (Nancy Tevis and Beaumont: Lumber Mill City of the Nineteenth Century) are pole-mounted and located in the adjacent Riverfront Park within the 150- foot APE. The markers were erected in 1976 and 1977, both originally in different locations, and were relocated at a later date to the Riverfront Park after its completion. The markers would not be impacted by the proposed project improvements.

Comments on Methods: The reconnaissance survey, in compliance with TxDOT survey standards, was completed by Hicks & Company on November 23, 2015. During the survey, all properties wholly or partially within the 150-foot APE were assessed for historic-age buildings, structures, or objects. Resources that appeared to be 45 years of age or older were photographed. At least two digital photographs of each historic-age resource were taken from public right of way. Photo numbers, property types, and initial assessment and observations on the properties were noted. Surveyed properties were evaluated according to National Register criteria for significance and integrity.

Challenges in documenting resources within the APE included access and visibility of resources within the Port of Beaumont. Although right-of-entry was acquired for the Port of Beaumont complex, surveyors did not have unlimited access to the facility and were limited largely to public rights of way for photo documentation. Google Street View images, historic aerial photos, and USGS topographic maps were used to provide additional information about the Port resources. The majority of the Port of Beaumont is outside of the project APE. Further information on accessibility and evaluation of the Port of Beaumont is provided in the Recommendations section of this report.

A total of thirteen resources of historic age were documented in the field.

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Survey Results

Project Area Description: The project area is located in Jefferson and Orange Counties at the crossing of the Neches River in the city of Beaumont. The project area in downtown Beaumont extends through some of the oldest and most densely developed areas of the city. On the west side of the river (Jefferson County), the project area abuts the Beaumont Commercial District, an NRHP district listed in 1978 with a boundary expansion in 2008. Outside of the district boundary, however, most of the resources on the west side of the river within the APE on the north and south sides of the railroad line are civic and industrial buildings. Some of these resources are of historic age. Additional resources within the project APE on the west side of the river include Riverfront Park (a public recreational facility) and the historic-age Port of Beaumont, an international seaport, which includes wharfs, administrative buildings, and a turning basin. The Port of Beaumont also owns land on the east side of the river within the project APE. This tract of land is largely undeveloped except for the Jefferson Energy Rail and Marine Terminal, a shipping dock and terminal near the project area.

Literature Review: Information on previously documented historic resources within the project area was gathered from THC’s Historic Sites Atlas (NRHP, SAL, RTHL, and OTHM files) and from the Beaumont Commercial District National Register Nomination. Preliminary background research was conducted on the Neches River Bridge because it is of historic age (1941), and as a non-TxDOT bridge, there was no existing determination of eligibility for this facility. Sources that were utilized for the bridge research included the Port of Beaumont and Texas Railroad History websites.

Information on the physical development of the immediate APE was gathered from historic maps and photographs, including Sanborn maps, U.S. Geologic Survey (USGS) topographic maps, and aerial photography. Specifically, information about the history of Beaumont, the rise of the local shipping and petroleum industries, and railroad development was gathered from the Handbook of Texas Online; Gateway to Texas: The History of Orange and Orange County; the 1939 WPA‘s Beaumont, a Guide to the City and its Environ; and additional online resources.

Context: The project area is located in Jefferson and Orange Counties where they meet at the Neches River in the city of Beaumont. The city of Beaumont is part of the greater Gulf Coast industrial region known as the Golden Triangle, a name which references the rise of the petrochemical industry that developed in Beaumont, Port Arthur, and Orange after the Spindletop oil discovery in 1901.

In the early nineteenth century, following the township’s establishment as the seat of the newly formed Jefferson County in 1838, the project area on the west side of the river developed as a small farming and ranching community. Agricultural resources, primarily cattle and cotton, were shipped to New Orleans markets on the Neches River (Isaac n.d.).

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By the mid-nineteenth century, with improvements in steam milling and rail transportation, lumber and rice gradually replaced cotton and cattle as the primary export products in the area. Railroads were established in Beaumont in 1861 and 1862, leading to extensive population growth. By 1885, at least four lumber companies had established mills along the banks of the Neches River in downtown Beaumont. The Southern Pacific rail line had constructed an iron railroad bridge over the Neches River by 1889, and within a decade by 1899, the Kansas City, Pittsburgh, & Gulf Railroad (later the KCS Railway) had laid tracks along South Gilbert Street in the project area (Resource 9) and extended a railroad bridge over the Neches River (Block 1976: VII). At the turn of the century, Beaumont was served by six railroads, transforming the city into the central transportation corridor in the developing lower Neches River area (Block 1976: VII).

The discovery of oil at the Spindletop oilfield a few miles south of Beaumont in 1901 catapulted the local economy into the modern petroleum industry in the early twentieth century (WPA 1939:101). Several oil companies were established in Beaumont the year following the discovery, including the Texas Oil Company (now Texaco), Gulf Oil, and Humble (now Exxon) (Wooster n.d.). The discovery of petroleum also provided a stimulus to the lumber and casting/forging industries, which provided the equipment needed to supply oil derricks, railroads, and refineries. Downtown businesses diversified to include iron works and hardware companies, and the city population more than doubled between 1900 and 1910 (Wooster n.d.). A new oil discovery in 1925 prompted a second boom, and oil fields were located throughout the region. The city of Beaumont underwent another surge in construction to accommodate the population influx (WPA 1939:119). Outgrowing civic facilities, new structures such as the extant 13-story Jefferson County Courthouse were built to replace outdated predecessors.

Bound by the Neches River, Beaumont expanded westward to incorporate towns established on its periphery, such as the town of Amelia in 1957. Petrochemical industries in the region reached a plateau in the 1960s. Beginning in the 1970s, population growth, which had been constant since the turn of the century, began to level off and even decline slightly (Isaac n.d.).

Following the discovery of oil at Spindletop in 1901, a direct and reliable route to the Gulf of Mexico was necessary. The Neches River was not always navigable and was not deep enough for larger vessels. In 1908, the river was channelized to Port Arthur, and in 1916 the nascent Port of Beaumont (Resource 8a) was opened with a 25-foot depth leading to the Gulf of Mexico (Port of Beaumont 2015). As shipping capabilities increased on the Neches River, the need to accommodate the passage of larger vessels prompted several replacements (1924, 1940) and the eventual removal (1960) of the Southern Pacific Railroad Bridge in downtown Beaumont (King 2014). Rail traffic was re-routed to the extant Kansas City Southern Railway Bridge, which had been re-designed as a vertical lift span bridge with a 147-foot clearance in 1941 (Resource 10).

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The Port of Beaumont’s deep-water port, and later turning basin, not only provided an outlet for oil shipment, but brought shipbuilding activity to the city during World Wars I and II. Five major shipyards operated in Beaumont during the First World War, producing sailing and wooden-hulled steamships to fuel the war effort. The city experienced an even greater economic boom by producing steel-hulled vessels during the Second World War (Karrpi 1988), and around 56,000 new workers arrived to take up work in shipyards, war plants, and established oil refineries (Olson 2013). The Neches River ship channel at Beaumont was deepened and extended to the Pennsylvania Shipyards on Island Park, a large outcropping of land into the Neches River just north of the project area which served as a natural shipyard location. Beginning in 1939, standardized cargo ships for the United States Maritime Commission were being constructed (Peebles n.d.), and by 1941, the Port of Beaumont had established a wharf, municipal terminal complex, and warehouses just south of the project area. The Port also maintained a wooden wharf and barge terminal in the area currently used as Riverfront Park.

APE Integrity: The majority of properties within the APE are civic resources associated with the City of Beaumont and industrial resources associated with the adjacent railroad. Most of the resources date to the latter part of the historic period, primarily the mid- to late twentieth century. The APE is also characterized by a large number of vacant parcels and paved parking lots. Although the railroad route is of historic age and has traversed the city of Beaumont since approximately 1899, the APE generally has a low concentration of historic-age resources. Although the APE contains two contributing resources to the NRHP-listed Beaumont Commercial District, the remaining resources within the APE do not contribute to the listed district, and the APE as a whole does not contain sufficient elements of a comprehensive district or cultural landscape.

Recommendations

Historic Property Evaluations:

Properties not eligible for the NRHP:

One historic-age industrial resource was surveyed within the APE (Resource 5). This resource is a complex of large warehouses and sheds associated with Eastham Forge, Inc., a metallurgic and forging supply company. The facility is composed of large, attached, industrial warehouses or equipment sheds of metal frame construction with gabled roofs and modern standing-seam metal cladding. The contiguous buildings span across two lots (1030 Trinity Street and 1055 Archie Street) on the east side of the rail line between Trinity and Archie Streets. The structures are visible on 1959 aerial photographs and are of historic age. However, they appear to have been significantly altered by the incorporation of modern metal cladding. Eastham Forge, Inc. has operated since 1913 and remains a metallurgical facility today. The majority of the complex of Eastham Forge industrial buildings is located outside of the APE and were not evaluated as part of this survey effort. The warehouse buildings that are within the APE have not retained integrity of

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materials, workmanship, or feeling due to exterior cladding changes. They do not represent significant examples of mid-twentieth century industrial warehouses and therefore do not meet NRHP eligibility requirements under Criterion C for Architecture.

One historic-age commercial resource was surveyed within the APE (Resource 6). This resource is a ca. 1960s single-story commercial building of concrete block construction with a front-gabled metal roof at 1048 Neches Street. The resource is a utilitarian example of a modest commercial building with no known significant historical associations. Therefore, it does not meet NRHP eligibility requirements under Criterion A, B, or C.

One historic-age civic/transportation resource was surveyed within the APE: the Beaumont Municipal Transit (BMT) System facility (Resource 7) at 1090 Park Street. According to available CAD data, this resource was constructed in 1968. However, a review of aerial photography within the project area revealed that the resource did not appear to be extant until after 1970. The architectural style of the main building suggests that it was constructed in the early 1970s, and because the historic-age date for the survey was determined to be 1973 to include resources 45 years of age and older, the resource was included in the survey.

The resource is a utilitarian, one-story brick and concrete complex with a front office building connected by a hyphen to a large rear building with multiple service bays for city buses. The front portion of the building reflects minimal Brutalist influences with a recessed glass facade and square concrete supports below a flat roof. No significant associations under Criteria A or B were identified during research for individual resources. The resource is not a significant or unique example of the early 1970s Brutalist style and therefore does not meet eligibility requirements under Criterion C in the area of Architecture.

One historic-age rail-related resource was surveyed within the APE (Resource 9b). This resource is a small, two-story building located just west of the bridge approach on the Jefferson County side of the Neches River. The ca. 1965 resource has a flat roof with a wide eave overhang, vertical wood siding, and large windows that front the railroad tracks and bridge. It is unclear whether the resource is associated exclusively with the railroad corridor or with the Neches River Bridge. The building does not appear on aerial photography until after 1959, so its association with the bridge would have been a number of years after the bridge’s construction in 1941. The building is a utilitarian example of a rail-related structure and has no known significant historical associations with the railroad or bridge. Therefore, it does not meet NRHP eligibility requirements under Criteria A or C.

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Properties not eligible for the NRHP, but had potential for significance prior to full evaluation:

One historic-age religious resource was surveyed within the APE: the Ebenezer Missionary Baptist Church (Resource 4) at 653 College Street. The cornerstone on the building indicated that the church was established in 1938 and included a later date of 1952. According to the church’s website, the first church was constructed in 1938 at what appears to have been the current church site. A second church building was dedicated in 1951. It is unclear whether the original church building was demolished for new construction or greatly remodelled into the existing mid-twentieth century church building. The existing church structure is a single-story, front-gabled, brick building with minimal ornamentation, a modest steeple, and a stained glass window over the main entrance. A large, non-historic accessory building, identified as the Activities Building, is located behind the church and connected by a covered walkway. The church website noted that the Activities Building was constructed in 1992. Although the Ebenezer Missionary Baptist Church congregation was established in 1938 and continues to worship in this building, no significant historical associations under Criterion A or B were identified during research. The existing church building is not a significant example of a mid-twentieth century religious structure and therefore does not meet eligibility requirements for individual NRHP listing under Criterion C in the area of Architecture.

The Port of Beaumont (Resource 8a) is historic-age shipping facility partially within the APE. The APE encompasses only a small portion of two parcels belonging to the Port of Beaumont complex in Jefferson County and portions of a largely undeveloped Port parcel in Orange County. In Jefferson County, one parcel, at 1255 Main Street, is located at Main and Gilbert Streets on the south side of the railroad corridor. An extensive parcel adjacent to the above parcel abuts the Neches River and encompasses the bulk of the Jefferson County side of the Port facility. This large parcel includes multiple warehouses, shipping docks, and a turning basin. Refer to Appendix B: Port of Beaumont Map.

The Port of Beaumont opened in 1916 with a 25-foot-deep river channel extending to the Gulf of Mexico (Port of Beaumont 2015). The channel provided a deep-water port and a turning basin for oil shipment and significantly stimulated the petroleum industry in Beaumont and the lower Neches River area. The Port of Beaumont also played a pivotal role in shipbuilding during both World Wars. Sailing and wooden-hulled steamships were produced at Beaumont shipyards during World War I, and later steel-hulled vessels were produced during World War II (Karrpi 1988). By 1941, the Port of Beaumont had established a wharf, municipal terminal complex, and warehouses south of the APE. The Port of Beaumont was established as a governmental entity of the State of Texas in 1949 (Port of Beaumont 2015).

Research indicates that the Port of Beaumont has undergone numerous expansions and alterations over the course of twentieth century, including the construction of new buildings and wharfs and the alteration of the turning basin. Historians consulted historic aerial photographs

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(1939, 1959, 1970, 1989, 1996, and 2004) and USGS topographic maps (1943, 1946, 1960, 1970, 1984, and 1994) to compare with current aerial photos of the Port. From these resources it was determined that a number of the structures on the large Port parcel were not constructed until after 1970. Some of the oldest buildings within the Port of Beaumont complex appear to be a collection of warehouses/docks that are located on the triangular peninsula on the northern edge of the turning basin south of the Neches River Bridge. These large structures are evident on a 1938 aerial photograph and appear to remain in place today, although a large addition has been added to the northernmost building, and one of the 1938 warehouses/sheds on the south side of the peninsula was no longer standing by 1959. These warehouses are outside of the APE for the project.

One of the most significant changes to the Port was the alteration of the historic-age turning basin ca. 1974. According to the Port of Beaumont website, the original turning basin was completed in 1916. The turning basin was evident as early as 1938 and through at least 1970 on historic aerial photographs and remained relatively unchanged during that time. The basin was circular in shape and featured a wooded island. By 1974, however, the turning basin had been reconfigured to its current shape. The southern shoreline of the basin was significantly extended out into the water, reducing the size of the basin and eliminating the former island. By 1970, two large warehouses/sheds had been constructed east of the turning basin. Further changes within the turning basin included a large warehouse/shed complex constructed by 1989 and a second warehouse structure by 2004. The turning basin and warehouses/sheds are outside of the APE for the project. Refer to Appendix C: Historic Aerials and USGS Topographic Maps of Port of Beaumont.

Additional changes to the Port of Beaumont include the construction of three non-historic buildings on the smaller Port parcel at 1225 Main Street, including the Port Administration Building, Port Command Center, and Port entry gate pavilion. The Port of Beaumont Historical Marker (OTHM) is also located on this property near the Port Administration Building. These resources appear to have replaced an earlier building, at least two round storage facilities, and an undeveloped area. The Port Administration Building and Port Command Center are visible on historic aerials by 1996. The Port entry gate pavilion does not appear to have been constructed until after 2004. All of the structures on this parcel are located outside of the APE.

A fourth building also within this area of the Port at Main and Blanchette Streets and outside of the APE (Resource 8c) appears on historic aerials by 1959 and is of historic age. However, the footprint of the building was enlarged by 1996. The building serves as the Port Operations Department and appears to have undergone extensive renovations in the 1990s when the adjacent Port buildings were constructed. Although of historic age, the resource no longer retains integrity of design, materials, workmanship, or feeling, and does not meet eligibility requirements for NRHP listing under Criterion C for Architecture.

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Although right-of-entry was granted by the Port, surveyors did not have unlimited access to the larger Port of Beaumont parcel and photographed most of the resources on this parcel from the public right of way. Only a small portion of this extensive property is within the APE. All of the structures associated with this property are outside of the APE, with the exception of a large gabled warehouse structure that is visible on a 1970 historic aerial and is therefore of historic age (Resource 8b). The resource, however, is not a significant example of an industrial storage facility and does not meet eligibility requirements for NRHP listing under Criterion C for Architecture.

The extensive Port of Beaumont parcel on the east side of the River in Orange County remained largely undeveloped until after 2004, when the current Jefferson Energy Rail and Marine Terminal was constructed. The area consists of rail spurs, paved vehicular roads, and docks with no other visible structures. These resources are outside of the APE for the project.

National Register eligibility and/or listing requires not only significance but also integrity. It is evident that the Port of Beaumont has undergone significant growth, redevelopment, and construction of new facilities in its 100-year history. The Port is undeniably significant historically for its association with Transportation, Commerce, Industry (ship building and petroleum), and Maritime History in Beaumont and the lower Neches River, from the local to international level. However, the integrity of the individual Port resources does not appear to have been retained due to the number of alterations to the complex over time and the number of non-historic-age buildings.

It is recommended that the Port of Beaumont complex lacks integrity of design, materials, and workmanship and therefore does not meet the eligibility requirements for National Register listing under Criterion C, Architecture.

One historic-age transportation resource was surveyed within the APE: the Kansas City Southern Railway corridor (Resource 9a) that traverses the project area. The railroad alignment has been in its current location in downtown Beaumont since at least 1899, when the railway (known at that time as the Kansas City, Pittsburgh, & Gulf Railroad) laid tracks along South Gilbert Street (formerly Washington Street).

On the east (Orange County) side of the bridge, the single KCS track splits off into the UPRR line approximately one mile inland at the Tower 31 Junction. On the west (Jefferson County) side of the river where the track enters the city of Beaumont, the track connects to the Port of Beaumont via a diamond crossing and expands into a double-track facility that parallels South Gilbert Street through downtown. Approximately one-half mile west of the Neches River the double-track facility forks at an area referred to as the Gulf Coast Lines (GCL) Junction (Station 3). From there, the KCS line diverts south toward Port Arthur, and the UPRR line continues westward. Between Main Street and Trinity Street, the rail corridor is contained within an approximately 60-foot right of way. Between the Neches River and the GCL Junction, there are three at-grade crossings.

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The KCS Railway has remained an active rail corridor since its inception ca. 1899. It is one of several railroads that have shaped the economy and development of Beaumont and the lower Neches River area through transportation of goods and passengers. The significance of the KCS Railway within the project area, however, relates to its presence as a continuous rail corridor, rather than to the physical railroad tracks. The rail line itself has been altered over time with replacement of original materials and therefore no longer retains integrity of design, materials, or workmanship. Therefore, the KCS Railway does not meet the eligibility requirements for individual NRHP listing under Criterion C.

Properties currently listed in or eligible for the NRHP:

The Beaumont Police Department (Resource 1) is a historic-age civic resource within the APE at 255 College Street. It is adjacent to but outside of the boundaries of the NRHP-listed Beaumont Commercial District. The building is a massive, fortress-like brick structure with a flat roof and a cantilevered second level supported by deep concrete brackets over a recessed main entrance. Additional lower levels extend out from the main block in an irregular formation, enhancing the sense of massiveness and overall scale of the building. The main entrance is accessed by an irregularly shaped tier of wide steps. The repeated modular massing of the different building levels is well integrated into the overall site to convey a sense of strength and immensity, with the upper level appearing to compress the lower building forms. The recessed entrance below the heavily overhanging second level, the abstract lines of the entrance steps, and the irregular massing of the different building levels embody the characteristics of the Brutalist architectural style of the early 1970s.

According to a plaque mounted in the lobby, the Beaumont Police Department building was “erected in 1974” and designed by architects Pitts, Phelps, & White. It replaced an early twentieth- century police department building located across Main Street. The new Beaumont Police Department building was part of a 1971 Capital Improvement Bond Program in Beaumont, and construction began on the building in 1972 (Port Arthur News 1975). Although the building was not completed until 1974, it was under construction prior to and during 1973, which has been determined to be the historic-age date for the current historic resources survey, and it is therefore included as a historic-age resource in this report.

The architectural firm of Pitts, Phelps, & White was well established in Beaumont by the 1970s and had evolved since the mid-twentieth century. Llewellyn Pitts (1906-1967) joined architect Fred Stone to form the architectural firm of Stone & Pitts shortly after WWII in Beaumont. His partner, Fred Stone, retired in 1957, and the firm was changed to Pitts, Mebane, & Phelps. Llewellyn Pitts and Mike Mebane (1908-1997) were architects, and Richard Russell Phelps (1931-2008) was a civil engineer and land surveyor. From 1957 through 1964, the firm of Pitts, Mebane, & Phelps offered both architectural and engineering services. The firm changed again in 1964 to Pitts,

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Mebane, Phelps & White with the addition of architect Richard White (NR Nomination Beaumont 2008; TARO, Mike Mebane; and Victoria Advocate 2008).

Llewellyn Pitts died in 1967, but he left behind a significant architectural legacy through Pitts, Mebane, Phelps and later White. Some of their commissions included the formalist style First Security National Bank in Beaumont (1963), noted as the “premier mid-century modern building in the city” (NR Nomination Beaumont), the Lamar State College of Technology Administration Building in Beaumont (1959), and the Texas Employment Commission Buildings in Austin (1957- 1958) and Beaumont (1967). Work outside Texas in the 1960s included the U.S. Embassy in Mexico City (with Brooks Barr Graeber & White of Austin) and the U.S. Department of Labor Building in Washington, DC. Pitt was elected to the Fellowship of the American Institute of Architects in 1958 (NR Nomination Beaumont and NR Nomination Lamar State College). The Texas Society of Architects established an annual award in his name, known as the “Medal for Lifetime Achievement in Honor of Llewellyn W. Pitts, FAIA.” The medal is awarded yearly to a Texas Society of Architect member “for a lifetime of distinguished leadership and dedication in architecture and the community” (Texas Society of Architects website).

After the death of Llewellyn Pitts, his name was retained and the firm became Pitts, Phelps, & White. Partner architect Mike Mebane retired in 1973, and his name was no longer associated with the firm after this time (TARO, Mike Mebane). Pitts, Phelps, & White continued as a successful architectural practice into the 1970s. Significant projects during this time included the 18-story, Brutalist-style twin Moody Towers at the University of Houston (1970), the Hillendahl Branch of the Houston Public Library (1971), a Master Plan for the Lamar University Campus in Beaumont (1972), and the Bayou Building at the University of Houston Campus (1974). It was during this period of university, commercial, and governmental design in the early 1970s that Pitts, Phelps, & White designed the new Beaumont Police Department building (Memorial Examiner 2012 and Galveston Daily News 1975).

The Beaumont Police Department building has retained integrity of design, materials, workmanship, and feeling as a significant and representative example of the Brutalist style of the early 1970s that was frequently used for civic and governmental buildings. Application of the Brutalist style in the design of the Beaumont Police Department building commands a sense of power and authority appropriate for such a civic institution. Although it is a fairly late example of Brutalist architecture, which waned after the mid 1970s, the building design exemplifies the characteristics of the Brutalist style through its irregular modular projections, its deeply overhanging second level above a recessed entrance, its overall massive character, and its attentive configuration of the varied building levels and planes into a unified whole. The Beaumont Police Department building is recommended eligible for listing in the National Register under Criterion C for Architecture.

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Two historic-age commercial structures within the APE are currently designated as contributing resources to the NRHP-listed Beaumont Commercial District. These include an early-twentieth century, two-part block commercial structure at 905 Orleans Street (Resource 2) and a small, mid- twentieth-century modern commercial structure at 967 Orleans Street (Resource 3).

The Neches River Bridge (Resource 10) is a historic-age rail bridge within the APE. The Neches River Bridge was constructed in 1941 and is a single-track, vertical lift span railroad bridge with a single, movable, subdivided Warren through-truss span between two towers. The facility serves as the primary east-west rail corridor through the Beaumont area and is the only railroad bridge that crosses the Neches River in the city of Beaumont. The lift bridge is operated remotely by the KCS Railway Company (owner), although operating rights are shared with three other companies, including: the UPRR, BNSF, and Amtrak.

The Neches River Bridge moveable lift span has a length of approximately 245 feet between two 73-foot towers. The bridge provides 200 feet of horizontal clearance between channel fenders. As the primary east-west rail corridor through the Beaumont area, the bridge handled approximately 400 annual lifts in 2011, with most lifts occurring during daytime hours. The typical time in which the bridge remains open is 15 to 30 minutes, which can result in both train and vehicular delays (TranSystems Corporation 2013).

The Neches River Bridge is supported by two towers spanning the full width of the bridge. Each of these towers is equipped with two rotating counterweight sheaves mounted at the top of the structure. Ropes connected to these sheaves are bound to the lift span at one end and counterweights on the other. As the span rises, counterweights provide balance to the weight of the span and ensure it remains parallel with the deck. The former operator’s house is located in the center of the movable truss span.

The history of the vertical lift span bridge dates back to the early nineteenth century when small- scale structures were installed over canals in England and other parts of Europe. These early models typically featured short girder spans and a relatively short lift clearance (Koglin 2003). In the United States, the bridge which was considered to be the modern prototype of large vertical lift bridge technology was erected in Chicago at South Halstead Street and opened to traffic passing over the Chicago River in 1894 (Koglin 2003). This bridge was designed by John Alexander Low Waddell, a prolific bridge designer who is considered to be one of the forefathers of lift bridge design and technology. Waddell would go on to generate and patent several inventions, as well as influence vertical lift bridge design leading up to and following his death in 1938 (Parsons Brinckerhoff, et al. 2005). The structural foundation for lift bridge design forged by Waddell is apparent in the Neches River Bridge.

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Vertical lift bridges based on the basic principles of Waddell’s early lift bridge design are presently considered the third most common movable bridge type in the United States (behind the swing and the bascule or drawbridge) (Nymen 2002). There are several common variations on the Waddell type design, although the older Waddell type is still considered common (Koglin 2003). However, vertical lift span bridges are much less prevalent today than the majority of other non-moveable bridge types (Parsons Brinckerhoff, et al. 2005).

Prior to 1890, nearly all major movable bridges were the swing span type, one advantage of which was having an unlimited vertical clearance (Nymen 2002). After 1890, bascule-type bridges came into popular use, particularly as unlimited vertical clearance was still required, but pivot points of swing bridges were coming to be seen as hazards to navigation. Bascule bridges, however, were less economical for areas where longer spans were necessary due to the counterweights that were needed and high substructure costs and machinery loads when longer bridge spans were required. Thus, vertical lift bridges were seen as advantageous in situations where unlimited vertical clearance was not needed and where channel widths were wider (Nymen et al. 2002). The history of the Neches River Bridge parallels these bridge design types, as the original Neches River railroad bridge featured a drawbridge built ca. 1890s (Engineering News 1898), and the second a swing bridge built ca. 1910s (Tyrrell Public Library Historic Photo Archives), until finally, the extant vertical lift span structure was installed in 1941 (TxDOT 2009, Mexia Weekly Herald 1941).

The Neches River Bridge is recommended eligible for National Register listing under Criterion A in the areas of Transportation, Commerce, Community Development, and Industry in Beaumont and the lower Neches River area. The bridge is historically significant for its role in local, state, national, and international transportation as both a rail bridge of the KCS Railway, among other lines, and as a vertical lift bridge for ship transportation along the Neches River. It has significantly contributed to the operation and expansion of the Port of Beaumont and the extensive shipping and ship- building network that relies on the Neches River to connect manufacturing centers with the Gulf of Mexico. The bridge is directly associated with the expansion of the petroleum industry, through both rail and river transport of petroleum products, which shaped the economy and development in the mid- to late twentieth century of Beaumont and the surrounding communities.

The Neches River Bridge is also recommended eligible for National Register listing under Criterion C in the area of Engineering for its vertical lift span technology. Research indicates that most historic- age vertical lift span bridges in Texas have been abandoned, such as the Cedar Bayou Lift Bridge (Baytown, Texas), built in 1966; or replaced, such as the Tule Lake Lift Bridge (Corpus Christi, Texas), built in 1959. The only known exception in Texas is the Arroyo Colorado Lift Bridge, which crosses the Arroyo Colorado River in Rio Hondo. This vehicular vertical lift span bridge, constructed in 1953, was designated a Recorded Texas Historic Landmark in 2012 for being the only vertical lift span bridge built between 1945 and 1960 that remained in operation in Texas. Having been built in 1941, the Neches River Bridge pre-dates the Arroyo Colorado Lift Bridge, and could therefore be the oldest extant railroad vertical lift span bridge in Texas in operation today.

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Comments on Evaluations: None

Effects:

Beaumont Police Department (Resource 1) A small portion of right of way would be required at the east rear corner of the property for construction of a second mainline track to allow for rail crossovers and to realign industry connections in downtown Beaumont. The portion of proposed right of way acquisition is approximately 0.05 acre of the 2.07-acre parcel (see Figure 5 Proposed Improvements in Area of Resource 1). The area of the Beaumont Police Department property that would be acquired consists of a portion of a paved parking lot. A circular driveway that extends from the rear of the building is also within this vicinity but would not be impacted by the acquisition. The proposed right of way acquisition is at the rear of the Beaumont Police Department property where it abuts the railroad track, in a parking lot that is accessible but is not public parking. The 30% design plans for the proposed project indicate incorporation of a retaining wall along the northern edge of the railroad right of way behind the Beaumont Police Department. The proposed retaining wall would be approximately two feet in height and of concrete construction. The retaining wall would be constructed within the existing railroad right of way and would not directly impact the Beaumont Police Department property. The existing railroad line has been in its current location and part of the context of the surrounding area since at least 1899, long before construction of the Police Department Building. The incorporation of an additional mainline track would not significantly alter the existing setting and would not directly impact the eligible historic building. The Beaumont Police Department building is recommended eligible for National Register listing under Criterion C for its exemplification of the Brutalist style of civic architecture of the early 1970s. The rear parking lot is not a contributing element of the property and does not contribute to the architectural significance of the building. The proposed right of way acquisition would not impact the building itself or affect the integrity of its design, materials, workmanship, or feeling. Therefore, the project would have no adverse effect to the Beaumont Police Department building and no further mitigation would be required.

It is recommended that the project would be a de minimis impact to the historic resource, because the proposed right of way acquisition would be minimal and would not affect or diminish the architectural qualities, characteristics, or associations for which the building is recommended NRHP eligible.

905 Orleans Street (Resource 2) No new right of way would be acquired near the commercial structure at 905 Orleans Street, a contributing resource to the National Register-listed Beaumont Commercial District. In this area, the proposed project would involve construction of a second mainline track to allow for rail crossovers and realign industry connections in downtown Beaumont. All work would be conducted within the existing rail right of way. The ca. 1899 rail corridor was an element of the context and setting of the Beaumont Commercial District before the building’s construction in 1919. The addition of a second mainline track parallel to the existing rail line and within the railroad right of way would not affect the architectural integrity of the contributing

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building, and it would not undermine the significance or integrity of the Beaumont Commercial District. Therefore, the project would have no direct, indirect, or cumulative effect to the contributing resource or to the listed historic district.

967 Orleans Street (Resource 3) No new right of way would be acquired near the commercial structure at 967 Orleans Street, a contributing resource to the National Register-listed Beaumont Commercial District. In this area, the proposed project would involve construction of a second mainline track to allow for rail crossovers and realign industry connections in downtown Beaumont. All work would be conducted within the existing rail right of way. The ca. 1899 rail corridor was an element of the context and setting of the Beaumont Commercial District before the building’s construction in the mid-twentieth century. The addition of a second mainline track parallel to the existing rail line and within the railroad right of way would not affect the architectural integrity of the contributing building, and it would not undermine the significance or integrity of the Beaumont Commercial District. Therefore, the project would have no direct, indirect, or cumulative effect to the contributing resource or to the listed historic district.

Neches River Bridge (Resource 10) No new right of way would be acquired from the Neches River Bridge, and the historic-age bridge would remain in place and would continue to operate. An additional rail bridge over the Neches River parallel to and north of the existing railway lift bridge would be constructed. The proposed rail bridge would be constructed approximately 35 feet north of the centerline of the existing bridge and would be a through-truss lift span bridge (see Figure 6 Proposed Improvements in Area of Resource 10). The proposed project would replace the existing bridge fenders and would extend a new fender system underneath both the existing and proposed bridge structures. The existing bridge piers would remain in place.

The Neches River Bridge is recommended eligible for National Register listing under Criterion A in the areas of Transportation, Commerce, Community Development, and Industry in Beaumont and the lower Neches River area. The bridge is also recommended eligible under Criterion C for its engineering technology as a mid-twentieth-century vertical lift span bridge. The structure has functioned as an operational railroad bridge and lift span bridge over the Neches River since its construction in 1941. Under the proposed project, the bridge would continue to operate and be maintained.

The bridge is not recommended eligible aesthetically for its architectural style, but for its engineering technology as a functional vertical lift span bridge that allows for both rail transport over the bridge and ship transport in the Neches River below the bridge. Although the construction of the new bridge would introduce a visual change to the setting of the historic bridge, the functionality of the vertical lift of the bridge would not be impacted by the project, and the historic bridge would continue to operate in its current manner. The construction of the additional rail bridge north of the existing bridge would not directly impact the historic structure, would not alter its current or historic use, and would not diminish its engineering or historical significance. The

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removal and replacement of the existing fender system below the bridge would not alter the operational capacity of the bridge. The fender system is not a character defining feature of the bridge’s engineering technology, and the materials have likely been replaced over time. The bridge would retain integrity of design, materials, workmanship, feeling, location, and association. Therefore, the project would have no adverse effect on the bridge and no further mitigation would be required.

Further Work: No further work is recommended.

Justification: N/A

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References Cited

Aerial photography from the Tyrrell Public Library archive and www.historicaerials.com (various). ID# AC 654-001-002-005. http://tyrrellhistoricallibrary.contentdm.oclc.org/cdm/singleitem/collection/p16058coll54/i d/5/rec/1.

ID#: GPA.I-084-TR-042.010. http://tyrrellhistoricallibrary.contentdm.oclc.org/cdm/singleitem/collection/p15627coll1/id /766/rec/4.

Aerial photography (1959, 1970, 1989, 1996, 2004). www.historicaerials.com. (Accessed on January 11, 2016).

Aerial photography (1939). www.googlemaps.com. (Accessed on January 11, 2016).

Beaumont Police Department Museum and Photo Gallery. http://www.beaumontpd.com/police_photogallery.htm. (Accessed on March 11, 2016).

Bethlehem Steel Company, no date. http://shipbuildinghistory.com/history/shipyards/2large/inactive/bethbeaumont.htm. (Accessed on October 22, 2015).

Block, W.T. 1976. A History of Jefferson County: from Wilderness to Reconstruction. http://www.wtblock.com/wtblockjr/History%20of%20Jefferson%20County/Introduction.htm.

VII: “Early Transportation and Commerce.” (Accessed on September 21, 2015).

IX: “Early Industry and Businesses.” (Accessed on September 21, 2015).

Daddysman, J.W. 1984. The Matamoros Trade: Confederate Commerce, Diplomacy, and Intrigue. http://www.jstor.org/stable/4232420?seq=1#page_scan_tab_contents. (Accessed on September 21, 2015).

Ebenezer Missionary Baptist Church website. http://www.ebenezerbeaumont.org/history-2. (Accessed on December 28, 2015).

Engineering News. 1898. https://books.google.com/books?id=ojNKAQAAMAAJ&pg=PA119&lpg=PA119&dq=Engineer ing+News+1898+%2B+Neches+River&source=bl&ots=niZCaTbQDU&sig=ShnqyasGJFpOL1 ApKs4NmPbui4Y&hl=en&sa=X&ved=0ahUKEwi6hfTtkpvKAhUEy2MKHdCNA6kQ6AEIHjAB#v

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=onepage&q=Engineering%20News%201898%20%2B%20Neches%20River&f=false. (Accessed on October 19, 2015).

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Karrpi, Frank. 1988. Shipbuilding in Two Wars. In: Gateway to Texas: The History of Orange and Orange County, Dr. H.C. Williams (editor), pp 150–157.

King, J. 2014. Texas Interlocking Towers page http://www.towers.txrrhistory.com/031/031.htm (Accessed on November 13, 2015).

Koglin, T.L. 2003. Movable Bridge Engineering. Published by John Wiley & Sons, Inc. Hoeboken, NJ. pp 62-68.

Memorial Examiner. Hillendahl Neighborhood Library Reopens after Remodelling. August 6, 2012. http://www.yourhoustonnews.com/memorial/news/hillendahl-neighborhood-library- reopens-after-remodeling/article_22b0248f-7dc4-54c5-bb67-262b7bf75659.html. (Accessed on March 2, 2016).

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Nymen 2002. Dr. J.A.L Waddell’s Contributions to Vertical Lift Bridge Design. http://www.heavymovablestructures.org/assets/technical_papers/0092.pdf. (Accessed on October 19, 2015).

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Olson, J.S. 2013. Beaumont Riot of 1943. The Handbook of Texas Online. https://tshaonline.org/handbook/online/articles/jcb01. (Accessed on September 21, 2015).

Pacific Marine Review. 1942. January edition. https://archive.org/stream/pacificmarinerev3942paci/pacificmarinerev3942paci_djvu.txt. (Accessed on October 19, 2015).

Parsons Brinckerhoff, et. al. 2005. A Context for Common Historic Bridge Types. Prepared for the National Cooperative Highway Research Program, Transportation Research Council, and National Research Council. http://onlinepubs.trb.org/onlinepubs/archive/NotesDocs/25- 25(15)_FR.pdf (Accessed on November 19, 2015).

Peebles, R.H. No date. The Handbook of Texas Online. https://tshaonline.org/handbook/online/articles/ets03. (Accessed on September 25, 2015).

Port of Beaumont. 2015. http://www.portofbeaumont.com/. (Accessed on September 21, 2015).

Proceedings of the Second Pan American Scientific Conference. 1917. https://books.google.com/books?id=NVw7AQAAMAAJ&pg=PA171&lpg=PA171&dq=vertical +span+lift+bridge+history&source=bl&ots=y7vFrj96ZS&sig=sBpdYMs- rdSeKECmuqVxMnK4k0&hl=en&sa=X&ved=0CB8Q6AEwATgKahUKEwiL4NKEtM_IAhXJig0K HeF-BPQ#v=onepage&q=vertical%20span%20lift%20bridge%20history&f=false. (Accessed on October 19, 2015).

Sanborn Fire Insurance Maps (1885, 1889, 1894, 1899, 1902, 1904, 1911, 1923 & 1941).

Texas Archival Resources Online (TARO). Alexander Architectural Archive. Mike Mebane: An Inventory of his Papers, c. 1928-1963. http://www.lib.utexas.edu/taro/utaaa/00069/aaa-00069.html. (Accessed on March 1, 2016).

Texas Railroad History. 2011. Tower 31 (Connell) and KCS Tower. http://www.towers.txrrhistory.com/031/031.htm. (Accessed on October 30, 2015).

Texas Society of Architects. Awards. https://texasarchitects.org/v/honor-awards/. (Accessed on March 1, 2016).

Report for Historical Studies Survey, Environmental Affairs Division, Texas Department of Transportation. 28

Texas Trade Review and Industrial Record, Volumes 22-23. 1917. https://books.google.com/books?id=9q5AAQAAMAAJ&pg=PA84-IA3&lpg=PA84- IA3&dq=union+bridge+construction+company+neches+river+bridge&source=bl&ots=VGbnI MLQ_H&sig=YyDOpNl1Qhejt5eqLlK39Euulfc&hl=en&sa=X&ved=0CFEQ6AEwB2oVChMIj8i- IykyAIVCYoNCh26CA7j#v=onepage&q=union%20bridge%20construction%20company%20n eches%20river%20bridge&f=false. (Accessed on November 19, 2015).

THC. 2015. Metal Truss Bridges. http://www.thc.state.tx.us/learn/historic-bridges- texas/metal-truss-bridges. (Accessed on November 19, 2015).

TranSystems Corporation, et. al. 2013. Neches River Bridge Feasibility Study. Prepared for the Texas Department of Transportation Rail Division.

Tyrrell Historical Library Digital Collections. http://tyrrellhistoricallibrary.contentdm.oclc.org/. (Accessed on January 4, 2016).

TxDOT 2009. Texas Ports and Waterways Conference. http://ftp.dot.state.tx.us/pub/txdot-info/tpp/ports_waterways/beaumont.pdf (Accessed on November 19, 2015).

U.S. Army Corps of Engineers/Department of the Interior Topographic Maps (1943, 1946, 1960, 1970, 1974 & 1994).

Victoria Advocate. Richard Russell Phelps. Obituary. https://www.victoriaadvocate.com/obituaries/2008/nov/24/richard-russell-phelps/. (Accessed on March 1, 2016).

Wooster, R. & Sanders, C.M. Spindletop Oilfield. No date. Handbook of Texas Online http://www.tshaonline.org/handbook/online/articles/dos03. (Accessed on September 21, 2015).

WPA Federal Writer’s Project. Beaumont, a Guide to the City and its Environs. Houston: Anson Jones, 1939.

Report for Historical Studies Survey, Environmental Affairs Division, Texas Department of Transportation. 29

Tabular Inventory of Surveyed Properties

Report for Historical Studies Survey, Environmental Affairs Division, Texas Department of Transportation.

Tabular Inventory of Surveyed Properties # Address Latitude Longitude Date Type/Subtype Style/Form Integrity Issues NRHP Eligible Retains integrity of Civic – Beaumont Police 1 255 College St. 30.080272 -94.09446 ca. 1973 Brutalist design, materials, Yes Department workmanship, feeling

Two-part commercial n/a Contributing to 2 905 Orleans St. 30.079744 -94.095438 1919 Commercial block NR-listed district

Mid-century modern, n/a Contributing to 3 967 Orleans St. 30.079457 -94.095527 ca. 1961 Commercial one-part com. block NR-listed district Church – Ebenezer n/a 4 653 College St. 30.077666 -94.098132 1952 No style No Baptist Church Lacks integrity of 1030 Trinity St., Industrial – Eastham 5 30.075761 -94.098283 ca. 1950s Industrial materials, workmanship, No 1055 Archie St. Forge, Inc. feeling n/a 6 1048 Neches St. 30.077183 -94.09743 ca. 1963 Commercial No style No

Civic/Transportation – Brutalist influence on 7 1090 Park St. 30.077553 -94.09626 ca. 1971 Beaumont Municipal n/a No main structure Transit System facility

Limited access and Port of Beaumont 1916, Industrial – Port of 8a 30.079314 -94.092052 Industrial visibility No / 1255 Main St. 1949 Beaumont

Warehouse associated Limited access and 8b Port of Beaumont 30.080724 -94.092291 ca. 1970 with Port of Beaumont Industrial No visibility complex ca. 1959, Commercial building Lacks integrity of design, Port of Beaumont 8c 30.078586 -94.091578 altered ca. associated with Port of No style materials, workmanship, No / 1225 Main St. 1996 Beaumont complex and feeling Lacks integrity of design, Transportation – KCS 9a Railroad corridor 30.081371 -94.092591 ca. 1899 Railroad line materials, workmanship No Railway Line

Rail-related Transportation-related 9b structure at west 30.081111 -94.092972 ca. 1965 No style n/a No structure bridge approach Railroad bridge Transportation – Neches Single-track, vertical-lift n/a 10 30.081947 -94.091526 1941 Yes over Neches River River Bridge span railroad bridge

Survey Forms for All Surveyed Properties

Report for Historical Studies Survey, Environmental Affairs Division, Texas Department of Transportation.

Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

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1 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 1

Photo 1.1 camera facing east

Address: 255 College Street Latitude: 30.080272 Longitude: -94.09446 Date: ca. 1973 Source: CAD/historic aerial photographs Type: Civic Subtype: Police Department building Style/Form: Brutalist NRHP Eligible: Yes

2 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 1

Photo 1.2 camera facing southeast

Description: Early 1970s Brutalist style civic building; exemplifies elements of the Brutalist style with its modular massing, integration into the site, and upper level cantilevered over recessed first floor; has retained high integrity of design, materials, workmanship, and feeling; represents a significant example of Brutalist civic architecture and is recommended NR eligible under Criterion C, Architecture.

3 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 1

Photo 1.3 camera facing southeast

4 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 1

Photo 1.4 camera facing south

5 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 1

Photo 1.5 camera facing south

6 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 1

Photo 1.6 camera facing southwest

7 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 1

Photo 1.7 camera facing southwest (image taken from Google Streetview)

8 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 1

Photo 1.8 camera facing east (image taken from Bing Maps)

9 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 1

Photo 1.9 camera facing southeast (image taken from Bing Maps)

10 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 1

Photo 1.10 camera facing east

Historic photo of Beaumont Police Department building under construction September 5, 1974 Photo courtesy of the Beaumont Police Department

11 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 1

Photo 1.11 camera facing east

Historic photo of Beaumont Police Department building in 1976 Photo courtesy of the Tyrrell Historical Library Digital Collections, Beaumont

12 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 1

Photo 1.12 camera facing east

Historic photo of architectural model of Beaumont Police Department buildling Photo courtesy of the Beaumont Police Department

13 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 2

Photo 2.1 camera facing southeast

Address: 905 Orleans Street Latitude: 30.079744 Longitude: -94.095438 Date: 1919 Source: NR Nomination Beaumont Commercial District Type: Commercial Subtype: N/A Style/Form: Two-part commercial block NRHP Eligible: Contributing to NR-listed Beaumont Commercial District

14 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 2

Photo 2.2 camera facing south

Description: Early twentieth-century two-part commercial block building listed as a contributing resource to the NR-listed Beaumont Commercial District.

15 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 2

Photo 2.3 camera facing north

16 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

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17 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 3

Photo 3.1 camera facing east

Address: 967 Orleans Street Latitude: 30.079457 Longitude: -94.095527 Date: ca. 1961 Source: NR Nomination Beaumont Commercial District Type: Commercial Subtype: N/A Style/Form: Mid-century modern/one-part block NRHP Eligible: Contributing to NR-listed Beaumont Commercial District

18 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 3

Photo 3.2 camera facing southeast

Description: Mid-twentieth-century modern commercial building listed as a contributing resource to the NR-listed Beaumont Commercial District.

Photo Limits: Large dumpster in street at edge of sidwalk partially blocked view of façade

19 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 3

Photo 3.3 camera facing north

20 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

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21 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 4

Photo 4.1 camera facing southeast

Address: 653 College Street Latitude: 30.077666 Longitude: -94.098132 Date: 1952 (1985, 1992 additions) Source: CAD/building cornerstone/church website Type: Church Subtype: Ebenezer Missionary Baptist Church Style/Form: No style NRHP Eligible: No

22 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 4

Photo 4.2 camera facing east

Description: Mid-twentieth-century religious structure; single-story, front-gabled, brick building with minimal ornamentation, a modest steeple, and a stained glass window over the main entrance; covered walkway and non-historic Activities Building at rear of church; not a significant example of a mid-twentieth- century religious structure.

23 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 4

Photo 4.3 camera facing northeast

24 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

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25 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 5

Photo 5.1 camera facing south

Address: 1030 Trinity Street and 1055 Archie Street Latitude: 30.075761 Longitude: -94.098283 Date: ca. 1950s Source: Historic aerial photographs Type: Industrial Subtype: Eastham Forge, Inc. Style/Form: Warehouses/sheds NRHP Eligible: No

26 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 5

Photo 5.2 camera facing southeast

Description: Mid-twentieth-century industrial complex of warehouses/sheds that is part of Eastham Forge, Inc.; buildings appear to have been altered by incorporation of modern metal cladding; buildings are utilitarian examples of mid-century industrial architecture.

27 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 5

Photo 5.3 camera facing west

28 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 5

Photo 5.4 camera facing southwest

29 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 6

Photo 6.1 camera facing west

Address: 1048 Neches Street Latitude: 30.077183 Longitude: -94.097043 Date: ca. 1963 Source: CAD Type: Commercial Subtype: N/A Style/Form: No style NRHP Eligible: No

30 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 6

Photo 6.2 camera facing south

Description: Mid-twentieth-century commercial building with a front-gabled metal roof; utilitarian example of a modest commercial building.

31 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 7

Photo 7.1 camera facing west

Address: 1090 Park Street Latitude: 30.077553 Longitude: -94.09626 Date: ca. 1971 Source: CAD/historic aerial photographs Type: Civic/Transportation Subtype: Beaumont Municipal Transit System facility Style/Form: Brutalist NRHP Eligible: No

32 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 7

Photo 7.2 camera facing northwest

Description: Mid-twentieth-century commercial complex for Beaumont Municipal Transit (BMT) System bus services; one-story brick and concrete buildings; front office building connected by a hyphen to a large rear building with multiple service bays for city buses; front portion of the building reflects minimal Brutalist influences with a recessed glass facade and square concrete supports below a flat roof; not a significant example of the 1970s Brutalist style.

33 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 7

Photo 7.3 camera facing northeast

34 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

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35 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 8a

Photo 8a.1 camera facing north

Address: Port of Beaumont / 1255 Main Street Latitude: 30.079314 Longitude: -94.092052 Date: 1916, 1949 Source: Port of Beaumont website/historic aerial photographs Type: Industrial Subtype: Port of Beaumont Style/Form: Industrial NRHP Eligible: No

36 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 8a

Photo 8a.2 camera facing northwest

Description: Historic-age shipping and deep-water port facility on the Neches River that opened in 1916 with a 25-foot-deep river channel extending to the Gulf of Mexico; facility expanded many times over subsequent decades; today includes a turning basin, wharfs, municipal terminal complex, and warehouses; also includes a number of non-historic administrative buildings including a Port Administration Building, Port Command Center, and entry gate; complex recommended not eligible due to lack of integrity.

Photo Limits: Limited visibility and right of entry

37 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 8a

Photo 8a.3 camera facing east (non-historic entry gate)

Photo Limits: Limited visibility and right of entry

38 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 8a

Photo 8a.4 camera facing west

OTHM for Port of Beaumont in front of non-historic entry sculpture; non-historic Port Administration Building in background

Photo Limits: Limited visibility and right of entry

39 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 8a

Photo 8a.5 camera facing southeast

Photo Limits: Limited visibility and right of entry

40 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

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41 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 8b

Photo 8b.1 camera facing northeast

Address: Port of Beaumont Latitude: 30.080724 Longitude: -94.092291 Date: ca. 1970 Source: Historic aerial photographs Type: Warehouse Subtype: N/A Style/Form: Industrial NRHP Eligible: No

42 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 8b

Photo 8b.2 camera facing northeast

Description: Historic-age warehouse associated with Port of Beaumont; front-gabled metal roof, metal frame construction; utilitarian example of warehouse facility; recommended not eligible due to lack of significance.

Photo Limits: Limited visibility and right of entry

43 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 8b

Photo 8b.3 camera facing north (image taken from Google Streetview)

Photo Limits: Limited visibility and right of entry

44 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 8b

Photo 8b.4 Aerial Image (image taken from Google Earth Maps)

Photo Limits: Limited visibility and right of entry

45 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 8c

Photo 8c.1 Port Operations Building camera facing south

Address: Port of Beaumont / 1225 Main St. Latitude: 30.078586 Longitude: -94.091578 Date: ca. 1959; altered ca. 1996 Source: Historic aerials Type: Office/administrative building Subtype: N/A Style/Form: No style NRHP Eligible: No

46 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 8c

Photo 8c.2 Port Operations Building camera facing west

Description: Historic-age commercial structure built ca. 1959 associated with Port of Beaumont; heavily renovated and expanded ca. 1996; recommended not eligible due to lack of integrity.

Photo Limits: Limited visibility and right of entry

47 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 9a

Photo 9a.1 camera facing southwest

Address: Railroad corridor Kansas City Southern (KCS) Railway Latitude: 30.081371 Longitude: -94.092591 Date: ca. 1899 Source: Sanborn maps Type: Transportation facility Subtype: Railroad Style/Form: N/A NRHP Eligible: No

48 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 9a

Photo 9a.2 camera facing northeast

Description: Historic-age rail corridor/alignment of the KCS Railway; alignment has been in its current location on South Gilbert Street since at least 1899; does not retain integrity of design, materials, or workmanship due to replacement of original materials over time.

49 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 9b

Photo 9b.1 camera facing northeast

Address: Rail-related structure at west bridge approach Latitude: 30.081111 Longitude: -94.092972 Date: ca. 1965 Source: Historic aerial photography Type: Transportation – rail facility Subtype: N/A Style/Form: No style NRHP Eligible: No

50 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 9b

Photo 9b.2 camera facing northwest

Description: Rail-related structure constructed c. 1965; flat roof with a wide eave overhang, vertical wood siding, and large windows that front the railroad tracks and bridge; building associated either with railroad and/or rail bridge; utilitarian example of a rail-related structure and has no known significant historical associations with the railroad or bridge.

51 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 10

Photo 10.1 camera facing northeast

Address: Railroad bridge over Neches River Latitude: 30.081947 Longitude: -94.091526 Date: 1941 Source: Online sources on local railroad history and Port of Beaumont Type: Transportation facility Subtype: Neches River Bridge Style/Form: Single-track, vertical lift span railroad bridge NRHP Eligible: Yes

52 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 10

Photo 10.2 camera facing northeast

Description: A single-track, vertical lift span railroad bridge constructed in 1941 with a single, movable, subdivided Warren through-truss span between two towers; serves as the primary east-west rail corridor through the Beaumont area and is the only railroad bridge that crosses the Neches River in the city of Beaumont; operated remotely by the KCS Railway Company (owner); moveable lift span has a length of 245 feet, and the total structural length of the bridge length measures 673 feet; vertical clearance of 13 feet in the closed position and 147 feet vertical clearance when open; recommended eligible for NR listing under Criterion A in the areas of Transportation, Commerce, Community Development, and Industry; recommended eligible for NR listing under Criterion C for Engineering as a significant example of a single-track, vertical lift span rail bridge.

53 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 10

Photo 10.3 camera facing northeast

54 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 10

Photo 10.4 camera facing east

55 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 10

Photo 10.5 camera facing north

56 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 10

Photo 10.6 existing fendering system camera facing north (image taken from Bing Maps)

57 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Resource 10

Photo 10.7 existing fendering system camera facing south (image taken from Bing Maps)

58 Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

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59 Figures

Report for Historical Studies Survey, Environmental Affairs Division, Texas Department of Transportation. Freeway Blvd Ih 10

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H a r d i n FIGURE 4 - 1 !( Historical Markers (OTHM) NRHP-listed Historic District Existing ROW O r a n g e Proposed ROW ± HISTORIC-AGE RESOURCES ^_ NRHP-listed Properties Contributing Historic District Temporary Easement Contributing Historic District Parcels* SURVEY MAPS ^_ Properties 0 100 200 400 Parcels Port of Beaumont " RTHLs J e f f e r s o n Neches River Bridge 1/4 Mile Buffer Historic-age Resources Feet " SALs 0 30 60 120 Jefferson and Orange Counties 150ft APE NRHP Eligible Resources Meters CSJ: 7220-01-001 F ree 10 way ¦¨§ Blvd I 10 I 10

F ree wa y B lvd

! ! ! ! ! ! ! ! Old Hwy 90 LOCATOR DIAGRAM

! !

! !

!

H a r d i n FIGURE 4 - 2 !( Historical Markers (OTHM) NRHP-listed Historic District Existing ROW O r a n g e ^_ NRHP-listed Properties Proposed ROW ± HISTORIC-AGE RESOURCES Contributing Historic District Temporary Easement Contributing Historic District Parcels* SURVEY MAPS ^_ Properties 0 100 200 400 Parcels Port of Beaumont " RTHLs J e f f e r s o n Neches River Bridge 1/4 Mile Buffer Historic-age Resources Feet " SALs 0 30 60 120 Jefferson and Orange Counties 150ft APE NRHP Eligible Resources Meters CSJ: 7220-01-001

PORT OF BEAUMONT lvd Freeway B

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LOCATOR DIAGRAM

H a r d i n FIGURE 4 - 3 !( Historical Markers (OTHM) NRHP-listed Historic District Existing ROW O r a n g e ^_ NRHP-listed Properties Proposed ROW HISTORIC-AGE RESOURCES Contributing Historic District ± Temporary Easement Contributing Historic District Parcels* SURVEY MAPS ^_ Properties 0 100 200 400 Parcels Port of Beaumont " RTHLs J e f f e r s o n Neches River Bridge 1/4 Mile Buffer Historic-age Resources Feet " SALs 0 30 60 120 Jefferson and Orange Counties 150ft APE NRHP Eligible Resources Meters CSJ: 7220-01-001

!

! ! !

!

! ! !

!

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! FIGURE 5 PROPOSED IMPROVEMENTS IN AREA OF RESOURCE 1 Resource 10: Neches River Bridge

FIGURE 6 PROPOSED IMPROVEMENTS IN AREA OF RESOURCE 10

Appendix A – Consulting Party Letter and Response

Report for Historical Studies Survey, Environmental Affairs Division, Texas Department of Transportation.

Hannah Vaughan

RE: Opportunity to comment on historic resources in project area

Theresa Goodness Fri, Nov 20, 2015 at 6:47 AM To: Hannah Vaughan Cc: JeffCo Historical Commission

Hannah Vaughn:

In reviewing the below proposal and the map which was attached, it does not appear the proposed project to build a second rail crossing would impact any known historic resources.

Thank you for the opportunity to comment, and don’t hesitate to contact me again if necessary.

Sincerely,

Theresa Goodness, Chair

Jefferson County Historical Commission

1149 Pearl Street, Third Floor

Beaumont, TX 77701

409.835.8480

Jefferson County Historical Commission website

From : Hannah Vaughan [mailto:[email protected]] Sent: Thursday, November 19, 2015 3:11 PM To: [email protected] Cc: Samantha Champion Subject: Opportunity to comment on historic resources in project area

Dear Ms. Goodness,

The Texas Department of Transportation (TxDOT) proposes to construct a second rail crossing of the Neches River Bridge in Beaumont, Jefferson and Orange Counties, Texas (see project description below). Hicks & Company is operating as a subconsultant under contract with the TxDOT Rail Division to study the project’s potential impacts to historic resources in compliance with Section 106 of the National Historic Preservation Act (Section 106). Section 106 requires TxDOT to identify historic resources affected by the proposed project and take into account project effects on those resources. Historic resources are defined as any property listed in or eligible for listing in the National Register of Historic Places either individually or as part of a historic district.

You have been identified as a person with interest in, or knowledge of, historic resources in the area. The purpose of this email is to solicit your comments on the project as it pertains to historic resources. The attached map shows the proposed project alignment and all previously identified historic resources in the project area. We will also conduct a survey of the area of potential effect to identify additional potentially eligible properties. Although the Neches River Rail Bridge is not labeled as a previously identified resources, we are aware that it historic-age and it be evaluated in our survey and report.

Project Description:

The existing facility consists of a single-track, vertical-lift span railroad bridge over the Neches River and serves as the primary east-west rail corridor through the Beaumont area. The lift bridge is operated remotely by the Kansas City Southern (KCS) Railway, although operating rights are shared with three other companies, including: the Union Pacific Railroad (UPRR), the Burlington Northern and Santa Fe Railway Company (BNSF), and Amtrak. The bridge averages seven to eight lifts per week which result in train delays while ships navigate the river below.

The western terminus of the proposed build alternative is located approximately 170 feet north of the intersection of Archie Street and the existing KCS Railway line, and the eastern terminus is located at Old US 90 just west of Rose City. The planned bridge crossing would be constructed just north of the existing railroad bridge, which would remain in place under the build alternative.

If you know of any historic resources in the area which are not identified on the attached map, or if you have any concerns or questions about the project as it relates to historic resources, please contact me at the email or phone number listed below.

Because we are required to contact interested parties, we will be following up with a phone call. If you have no concerns or do not wish to comment, please let me know by responding to this email. I appreciate your time and attention in this matter.

Sincerely,

Hannah Vaughan

Senior Architectural Historian

HICKS & COMPANY

Environmental, Archeological and Planning Consultants 1504 W. 5th Street | Austin, Texas 78703 512.478.0858 | fax 512.474.1849 [email protected] www.hicksenv.com

Appendix B – Port of Beaumont Map

Report for Historical Studies Survey, Environmental Affairs Division, Texas Department of Transportation.

REVISED: JANUARY 2015

Appendix C – Historic Aerials and USGS Topographic Maps of Port of Beaumont

Report for Historical Studies Survey, Environmental Affairs Division, Texas Department of Transportation.

Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Warehouses on peninsula

Original configuration of turning basin with island

Beaumont – Port of Beaumont: 1938 Photo (Google Earth Maps) Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Building at Main and Blanchette Warehouses on peninsula; one of the 1938 warehouses (Resource 8c) along turning basin is no longer standing

Original configuration of turning basin with island Additional construction

Beaumont – Port of Beaumont: 1959 Photos (HistoricAerials.com) Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Building at Main and Blanchette New warehouse constructed Warehouses on peninsula appear (Resource 8c) unchanged since 1959 since 1959 (Resource 8b) unchanged since 1959

Original configuration of turning basin New construction since 1959 with island

Beaumont – Port of Beaumont: 1970 Photo (HistoricAerials.com) Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Warehouses on peninsula largely unchanged since 1970; however, small building in the center appears to be a replacement

Reconfigured turning basin, removal of island, construction of large warehouses/docks since 1970

Beaumont – Port of Beaumont: 1989 Photo (Google Earth Maps) Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

New construction of Port Administrations Building, Port Command Center, and circular drive; foot print of building at Main and Blanchette (Resource 8c) has been enlarged

Large middle section of warehouses has been removed

Demolition of structures since 1989

Beaumont – Port of Beaumont: 1996 Photo (Google Earth Maps) Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Warehouse remains since 1970 (Resource 8b)

Addition of warehouse since 1996 Demolition of structures since 1996

Beaumont – Port of Beaumont: 2004 Photo (Google Earth Maps) Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Beaumont East Quadrangle 1943 USGS Topographic Map Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Beaumont East Quadrangle 1946 USGS Topographic Map Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Beaumont East Quadrangle 1960 USGS Topographic Map

Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Beaumont East Quadrangle 1970 USGS Topographic Map Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Beaumont East Quadrangle 1974 USGS Topographic Map Jefferson and Orange Counties, Neches River Bridge CSJ: 7220-01-001

Beaumont East Quadrangle 1994 USGS Topographic Map