State Highway 79 Bridge at the Red River

a.k.a. CY0282-01-005

OK 79 across the Red River at the OK-TX state line, Byers, TX
The State Highway 79 Bridge at the Red River was constructed in 1939. This camelback pony truss bridge is significant for the rarity of its type. The bridge is additionally significant for facilitating major economic development in the region. It, therefore, meets the National Register in the area of Transportation (subcategory Regional Economic Development) at a state level of significance.

The Red River bridge was built as part of a joint effort between the Texas and Oklahoma highway departments to replace a toll bridge and provide a more direct route between Wichita Falls, Texas, and Waurika, Oklahoma. Although SH 79 first appears on Texas highway maps in 1932, the segment from Wichita Falls to the Oklahoma state line is labeled as an unimproved dirt road. This segment was not maintained by the state and held a conditional designation as a state highway. Rather than use this dirt road, motorists traveling from Waurika to Wichita Falls chose to head west on US 70 and cross into Texas on SH 30. now US 277, despite the 8-mile increase in route length. In addition to the Red River bridge project, THD implemented related projects for upgrading this segment of SH 79. The upgraded highway would better link two major oil-producing regions located in Central Oklahoma and southwest of Wichita Falls.

The bridge construction project was a joint undertaking between THD and OHC. Construction and maintenance costs for such projects were usually financed equally by the states involved. The responsibility of preparing the plans, specifications, and estimate (PS&E) and of supervising the construction for any particular bridge alternated between the two bordering states. For the Red River bridge, OHC took on these responsibilities, with the consultation and approval of THD engineers.

By 1932, citizens from both sides of the state line had begun pushing for a free bridge to link Byers and Waurika. Two possible sites, downstream from the Byers toll bridge and about one mile apart, were under consideration. Despite a lack of funding for a bridge project, OHC proceeded with preliminary investigations of the sites Homer White, OHC Bridge Engineer, explained his agency's position in his February 7, 1934, letter to THD:
The State Highway Commission of Oklahoma... advise that they will not be in a position to construct this bridge during the year 1934. They feel, however, that this bridge is probably desirable and are willing to consider it in the following year, in all probability ... I, therefore, am of the opinion that we will be justified in making preliminary studies as to the location of this structure.


George Wickline, State Bridge Engineer, reported in his October 16, 1934, response to a Petrolia citizen who had complained of delays in the planning process:
This matter has been taken up several times with the State Highway Department of Oklahoma, and they stated that owing to a rush of work in connection with the NRA (National Recovery Act) Program, they are not in a position to make an immediate investigation of this [bridge project) with the State Highway Department of Texas. ... The Oklahoma State Highway Department has (sic) been short of funds on account of diverting their State Highway funds to take care of other state indebtedness. The Oklahoma State Highway Commission has (sic) been embarrassed during the past two years. We hope this condition will be improved with the additional grant of federal funds.


On December 14, 1934. officials from both highway departments met at a joint site inspection to choose the final site for the bridge. THD engineers found both sites satisfactory and left the decision to OHC engineers, who voiced a preference for the northern (upstream) location. Due to the lack of available funding, it was anticipated that the bridge construction project would not be programmed for several years. The project was therefore put on hold.

In July 1937, anticipating the upcoming bridge project, THD began to focus on the construction of SH 79 between Byers and the bridge site and applied for National Recovery Work Relief (NRWR) Program funds for its construction. In addition, THD requested permission from the Works Progress Administration (WPA) to divert funds from an NRWR project on the adjacent segment of SH 79, between Petrosia and Byers. This project included grading, drainage structures, and select material, but the placement of choose material (a single course of crushed sandstone) was eliminated from the project and the savings were used on the Byers to Red River segment. Work in this segment began on January 27, 1938, and was completed on July 23, 1938.

Planning on the bridge construction project resumed on January 7, 1938, when a second joint site inspection was held with the additional participation of engineers from the Bureau of Public Roads (BPR). The inspection report cites a concern regarding potential scouring at the northern site, which was located adjacent to a bend in the river. As a result, this location was eliminated in favor of the alternate site downstream. The tentative bridge layout discussed at the inspection called for a 2,200-foot main bridge with two relief structures, 160 feet and 950 feet in length. The bridge's foundations would be placed in an underlying stratum of red shale. The preliminary estimate came to $430,000 based on this layout.

By May 1938, OHC had placed the bridge project on its regular Federal Aid Program for 1939. In mid-June, OHC bridge engineers began working on the plans. They chose to use 21 standard-design camelback pony truss spans for the main bridge. OHC favored the riveted camelback truss and made extensive use of it on state highways, with over 170 remaining in service. The Red River bridge is, however, the only camelback pony bridge surviving on a state highway in Texas. The bridge is also the fourth longest highway department truss bridge in the state. The bridge is unique for the grooved decorative treatment on the concrete railing used on the approach spans and relief structure.

On August 1, 1938, OHC submitted the PS&E for TED's review and approval. Echoing a previous suggestion regarding the interstate bridge in Fannin County (refer to the nomination of State Highway 78 Bridge at the Red River, FN0279-02-024, NRHP 1995), THD recommended the use of pier copings in the bridge design. In his August 24, 1938, letter, Julian Montgomery, State Highway Engineer, stated "It is believed that the appearance and stiffness of the piers would be enhanced by a coping on top of the web and connecting the two shafts." He also expressed a preference for a "railing design that offers less obstruction to view, such as a metal railing or a low concrete railing with one horizontal bar the top of which would not be over about 3 st. above the top of the roadway surface." On his September 27, 1938. White stated, "I do not believe that the appearance of the top of the piers is enhanced by extending a web to the top of the piers and adding a coping to it. Furthermore, I feel that the web as designed provides adequate stiffness for the pier columns. Therefore, I have not conformed to your suggestion in this matter." He did, however, revise the railing design for approach spans and relief structures, providing low concrete railing similar to that used by THD.

With these changes made, OHC proceeded with an application to BPR for federal aid. The plans submitted included the design revisions and showed just one relief structure, on the Texas side of the truss bridge. The updated cost estimate came to $427,000. On October 29, 1938, BPR approved the PS&E, providing an allocation of federal funds to cover roughly half of the estimated project cost.
The two highway departments entered into a contract covering the bridge's construction and maintenance which specified that duplicate bids be filed in Oklahoma City and Austin. On November 22, 1938, bids were opened at both locations. After reviewing the 11 bids received, both states agreed to award the contract to Brooks & Dahlgren, Inc., of Oklahoma City, on its low bid of $345.188.50 The Virginia Bridge & Iron Company of Roanoke, Virginia, fabricated the truss spans. A special provision required the contractor to hire an equal number of laborers from each state. Construction on the bridge and associated relief structure began on January 2, 1939. The project was completed on September 11, 1939, under budget and ahead of schedule, at a cost of just over $340,000. Texas Highway Commissioner Harry Hines presided over the dedication ceremony held on February 21, 1940.
Local significance of the structure:
Transportation; Engineering

Listed in National Register of Historic Places in 1996.

The National Register of Historic Places is the official list of the Nation’s historic places worthy of preservation. Authorized by the National Historic Preservation Act of 1966, the National Park Service’s National Register of Historic Places is part of a national program to coordinate and support public and private efforts to identify, evaluate, and protect America’s historic and archeological resources.

Texas is known for its barbecue, and one of the most famous barbecue restaurants in the state is Kreuz Market in Lockhart. The restaurant has been in operation since 1900 and is still family-owned.
Clay County, Texas, located in the northern region of the state, has a rich history that dates back to the mid-19th century. The area was initially inhabited by various Native American tribes, such as the Wichita and Comanche, who roamed the vast grasslands. The first significant European settlements in the area began in the 1850s, with pioneers establishing farms and ranches, taking advantage of the fertile soil and abundant water sources.

In 1857, Clay County was officially established, named after Henry Clay, a prominent American statesman. The county seat, Henrietta, was founded in 1859 and quickly became a center for trade and commerce in the region. Throughout the 1860s, the county experienced growth as more settlers arrived, and the first courthouse was built in 1868.

The late 19th century was a period of development for Clay County, as the arrival of the Texas and Pacific Railway in the 1880s brought increased connectivity and access to markets. Agriculture, especially cattle ranching, became a key industry, with vast herds grazing on the open prairies. Oil was discovered in the early 20th century, leading to a boom in the county's economy, and the population surged.

Over the years, Clay County has maintained its agricultural roots while also diversifying its economy. Today, the county is known for its ranching, farming, and oil production industries. The historical charm of Henrietta has been preserved, with its downtown area listed on the National Register of Historic Places. Clay County's history is a testament to the enduring spirit of the people who have made it their home and the ongoing growth and development of this vibrant community.

This timeline provides a concise overview of the key events in the history of Clay County, Texas.

  • 1857 - Clay County is created from Cooke County by the Texas legislature.
  • 1871 - Henrietta becomes the county seat.
  • 1872 - Clay County experiences growth with the arrival of the Fort Worth and Denver City Railway.
  • 1882 - A courthouse fire destroys most of the county's early records.
  • 1890 - The population of Clay County reaches its peak at around 9,000 residents.
  • 1924 - The discovery of oil leads to an economic boom in the county.
  • 1930s - The Great Depression affects Clay County, resulting in a decline in population.
  • 1965 - Lake Arrowhead, a reservoir, is completed in Clay County.
  • 1987 - The Henrietta courthouse is added to the National Register of Historic Places.