Broad River Bridge, Spanning Broad River at U.S. Highway 29, Gaffney

Source document Quoted word for word from HAER SC-41. Not written, edited or summarised by this site.

The completion of this span was the last section of a larger project to improve U.S. Highway 29 across South Carolina. The structure is unusual because of its skewed through truss spans. Report Prepared by: Jennifer B. Langdale, Historian, New South Associates Date: October BROAD RIVER BRIDGE HAER No. Page 2 PART I. HISTORICAL INFORMATION A. General Statement and Introduction The Broad River Bridge, constructed in carries U.S. Route 29 traffic over the Broad River between Gaffney and Blacksburg, South Carolina. It is a two-lane structure, in length, with a curb-to-curb width of The Broad River Bridge was constructed by the South Carolina State Highway Department as a part of the improvement of U.S. 29 through the state.

Its completion was the last piece of the project, which allowed for an almost completely paved road from Atlanta to Washington, DC. B. Historic Context The Broad River begins in Buncombe County, North Carolina and flows south until it joins the Saluda River in Columbia, South Carolina and becomes the Congaree River. The river bisects Cherokee County at its northern border on the North Carolina state line and then forms the county's southeastern line. The written historical record of Cherokee County begins with accounts of Englishmen trading with Cherokee Indians in the first few decades of the eighteenth century.

No Native American settlements are known to have existed in the area at this time since much of present-day Cherokee County served as a "buffer zone" between the Cherokee to the west and the Catawba Indians to the east. 1 By the Scotch-Irish and German immigrants from Pennsylvania, Maryland, and Virginia had filtered into the area, crossing the Broad River at one of its many natural fords. Other new settlers arrived from the Lowcountry during this period resulting in a significant population increase. By it is estimated that there were approximately people in 2 present day Cherokee County. Early settlers were primarily self-sufficient farmers who produced staples such as corn and rye. Wheat, tobacco, indigo, cattle, and hogs provided cash income for these South Carolina 1 Wayne D.

Roberts, An Intensive Archaeological Survey of the Proposed I-85 Improvements, Cherokee County, South Carolina (Columbia: South Carolina Department of Transportation, p. 13. 2 Elmer Douglas Johnson, A Brief History of Cherokee County, South Carolina. (Gaffney: Chamber of Commerce, p. BROAD RIVER BRIDGE HAER NO. Page 3 Upcountry farmers during the second half of the eighteenth century. 3 Cotton became the cash crop after 4 The area was also frequently traversed by cattle drivers and wagoners who left their cattle to forage in the river bottoms and then constructed "cow pens" to round up the livestock prior to the drives to markets in Charleston or Fayetteville. By the American Revolution, cattle form this area were taken to Virginia and even up into Pennsylvania for sale.

5 In the eighteenth century, the Broad River was capable of providing reliable transportation for pole boats from 28 miles inside the North Carolina line to Columbia. Larger vessels, however, needed a system of locks and canals to navigate around the falls in Columbia in order to make the same voyage. While the Lockhart and Columbia canals were constructed between and to open navigation 100 miles up the Broad River in Cherokee County, they soon fell into disuse and were not as successful as predicted. 6 Nonetheless, the Broad River was used to transport goods to markets further south in the eighteenth and nineteenth centuries. Cherokee County and the South Carolina Upcountry proved to be a key battleground in the American Revolution.

In July a group of Whigs overtook a Tory outpost in Cherokee County, which provided a boost to the Patriot power in this region. This small victory contributed to the defeat of the Upcountry American Loyalists in the battle of Kings Mountain in October of that year. Set on the Cherokee and York County line, the battle of Kings Mountain was a major turning point in the Revolutionary War as it destroyed the left wing of Cornwallis' army and effectively 3 Charles F. Kovacik and John J. Winberry. South Carolina: The Making of a Landscape. (Columbia: University of South Carolina Press, p. 75. 4 Bobby Gilmer Moss, The Old Iron District: A Study of the Development of Cherokee County, (Clinton, South Carolina: Jacobs Press, p. 8. 5 Johnson, Cherokee, p. Moss, Iron, p. 10. 6 Moss, Iron, p.

92; Walter Edgar, South Carolina: A History (Columbia: University of South Carolina Press, p. and Joe DePriest, "Many Tried to Improve Conditions to Make Travel Easier on the River, "Shelby Star, June BROAD RIVER BRIDGE HAER NO. Page 4 ended Loyalist ascendance in the Carolinas. Just three months 7 later, the British faced another defeat at Cowpens. During the eighteenth century the discovery of iron ore and the promotion of natural springs brought wealth and recognition to Cherokee County. The reputed medicinal properties of the spring water near Whitaker Mountain in the northeastern corner of the county, helped to create a popular "health spa" where Lowcountry families vacationed.

Being the only source of water between the mountain and the Broad River, it also provided a resting stop for weary travelers, including Revolutionary War armies. 8 West of the Broad River was Limestone Springs, which also developed into a popular resort in the early nineteenth century complete with a hotel, large homes, and several academies. 9 Iron manufacturing began in Cherokee County in the With its natural outcroppings of iron ore and extensive hardwood forests capable of supplying ample charcoal for fuel for the furnaces, this region of South Carolina was particularly well suited for the iron industry.

The rapids and falls of the Broad River provided water power used during the manufacturing process and the abundance of crystalline rocks was utilized as building materials for the furnaces. This mineral rich region also contained veins of marble, which when melted with the iron ore created a chemical reaction necessary to remove impurities from the iron. 10 Before and during the Revolutionary War, miners established several furnaces along the tributaries of the Broad River. As a result, the northeastern section of South Carolina quickly gained prominence as "The Iron District." 11 After the Revolution, iron furnaces were located primarily on the Broad River. There were three large companies in northwestern South 7 Johnson, Cherokee, p. 8 Moss, Iron, p. 9 Ibid., p. 10 Terry A.

Ferguson and Thomas A. Cowan, "Iron Plantations and the Eighteenth- and Nineteenth-Century Landscape of the Northwestern South Carolina Piedmont," in Carolina's Historical Landscapes: Archaeological Perspectives Linda F. Stine, Martha Zierden, Lesley M. Drucker, and Christopher Judge, editors (Knoxville: University of Tennessee Press, p. 11 Moss, Iron, p. BROAD RIVER BRIDGE HAER NO. Page 5 Carolina by the The South Carolina Manufacturing Company, incorporated in held approximately acres on the Pacolet River in Spartanburg County and western Cherokee County.

Nesbitt Manufacturing Company, the largest iron company in South Carolina, was established in and controlled acres on the east side of the Broad River while the Kings Mountain Iron Company, founded around owned acres on the west side of the Broad. The iron industry reached its peak in the when it produced as much as tones of iron annually. These companies remained in control of the industry until after the Civil War. By the turn of the twentieth century, however, all of the mines and manufacturing 12 plants were abandoned. Archaeological investigations in the region have documented several eighteenth and nineteenth century ironworks sites in Cherokee County and in neighboring Spartanburg and York Counties.

13 Near the Broad River Bridge were several iron furnaces and iron works including the Cherokee or Coopersville Iron Works and the Ellen and Susan Furnaces, located south of the bridge at Cherokee Ford. Controlled by the Nesbitt Iron Manufacturing Company, these facilities began operations between and 14 Coopersville became a thriving industrial force on the Broad River with a company town, furnaces, mills, and forges which manufactured a wide range of products including munitions, nails, house wares, and strap. 15 The springs and mining activities in Cherokee County led to the creation of several towns. Around the turn of the nineteenth century, an Irish immigrant named Michael Gaffney settled near the Broad River and the Limestone Springs.

In the spring of he established a small store at the crossroads of the road from Charlotte to Spartanburg and the road from Lowcountry to the mountains, now the intersection of U.S. 29 and South Carolina Highway 11. At this key location his store flourished 12 Moss, Stine et al, 13 Ferguson and Cowan, "Iron Plantations ... ", p. 14 "Early Ironworks of Northwestern South Carolina: Coopersville Ironworks Site and Susan Furnace Site National Register of Historic Places multiple property nomination, 15 Robert L. Stephenson, "Cherokee Iron Works National Register of Historic Places nomination, BROAD RIVER BRIDGE HAER NO. Page 6 16 and a community, later called Gaffney, soon developed. It is now the seat of Cherokee County.

Some nine miles east of Gaffney across the Broad River Bridge, lies the small town of Blacksburg, named for three Black brothers, who were later instrumental in bringing the railroad through the community. Although it is set near the springs of Whitaker Mountain and amongst a number of former iron furnaces, Blacksburg was slower to develop than Gaffney. It was not until after the Civil War when the railroad came through Cherokee County that Blacksburg became a thriving community. The Richmond and Atlanta Airline Railroad was the first to cross into the county in prompting tremendous growth in Cherokee County, which grew from a population of in to by Cherokee County was officially formed in from sections of neighboring Spartanburg, Union, and York Counties.

11 Although never as large as Gaffney, Blacksburg became a transportation center serving the surrounding iron works and the Cherokee Falls Manufacturing Company, a cotton mill located to the south. An additional rail line, the Charleston, Cincinnati and Chicago, began service through here in Blacksburg gained another boost when it was chosen to be the headquarters of the line complete with shops, warehouses, offices, and houses. The town developed a number of foundries, fertilizer plants and other industries during the late nineteenth century.

By the year there were citizens in Blacksburg as opposed to the estimated 100 in 10 While the manufacture of textiles in South Carolina has antebellum roots, the railroads spurred the development of the industry in the Upcountry after The first cotton mill to open in Cherokee County was the Cherokee Falls Manufacturing Company, which began operations in on the Broad River below the bridge. Other cotton mills soon followed. 19 The swiftly flowing streams of Cherokee County provided textile mills with excellent waterpower. In six major mills, complete with housing, employed workers in Cherokee County. 20 16 Moss, Iron, p. 17 Johnson, Cherokee, p. 19, 29. 18 Moss, Iron, p. Johnson, Cherokee, p. 29. 19 Johnson, Cherokee, p. 21; Roberts, I-85, p. 16. 20 Roberts, I-85, p. 16.

BROAD RIVER BRIDGE HAER NO. Page 7 The railroads began to give way to highways in the early twentieth century. With the increasing popularity of the automobile, the need for better roads became more apparent. In there were automobiles and trucks in South Carolina. These numbers quickly increased and by there were cars and trucks registered in the state. 21 In the state highway system had miles of roads of which only 228 were paved. To keep pace with the growing number of vehicles and provide work for the unemployed, a tremendous amount of money, primarily in federal aid, was poured into the state's highway department during the Depression. Their efforts were successful and by there were miles of roads in South Carolina of which miles were paved. 22 The improvement of U.S.

29 through South Carolina began in The highway was originally part of the Upper Road through the Carolinas and Georgia. It served as a primary route for settlers moving into the area from Virginia and Pennsylvania and it played a key role in the Revolutionary War. Later it became a section of the Bankhead Highway, a transcontinental route that linked Washington, DC to San Diego, California. Named for U.S. Senator John H. Bankhead of Alabama who was a leader in the Good Roads Movement, the highway was established in When the Joint Board of Interstate Highways met to develop a system of numbered highways in the United States in October the Bankhead Highway was given the designation of U.S. 29.

This route, however, did not extend all the way San Diego, but instead began at Kings Mountain west of Charlotte, North Carolina and continued through Spartanburg, Greenville, and Anderson, South Carolina to Athens, Atlanta, and LaGrange, Georgia and then to Tuskegee, Alabama. In and again in the route was extended further north and eventually terminated near Baltimore, Maryland. The southern terminus at Pensacola, Florida was finalized in October 23 U.S. 29 provided direct access to Gulf Coast destinations to residents of the mid-Atlantic and the Northeast. 21 John Hanunond Moore, The South Carolina Highway Department, (Columbia: University of South Carolina Press, p. 22 Moore, Highway, p. Manufacturers Record, for Southern Highways," Vol, 99, no. 2, January 8, p. 37. 23 Richard F.

Weingroff, "U.S. 29, Maryland to Florida," [Internet] March 1, [cited July 12, Available from: BROAD RIVER BRIDGE HAER NO. Page 8 The improvements to U.S. 29 included grading, straightening, and hard surfacing the roadway to allow for faster and safer travel through this section of South Carolina. 24 Work began on the new highway from Gaffney to the Broad River in the summer of and was completed in April 25 Plans show that the new roadbed was 20' wide and paved with concrete.

26 The construction of the Broad River Bridge was a separate, federally funded flood relief project and part of "the most comprehensive and the second largest highway letting in the history of South Carolina road building." 21 In the fiscal year, contracts were given for the paving of 502 miles of roads and thirteen bridges at an estimated cost of $6. 5 million. 20 In September there were forty bridge projects underway in South Carolina and 167 were completed in that year. In all over million was spent on bridge work in the state in and combined. 29 Floods were common on the Broad River and often hampered transportation across the region. Major floods in the early twentieth century occurred in and Caused by two tropical storms, the flood exceeded all previous high water marks.

30 The new Broad River Bridge was constructed to replace a iron bridge, which was described as being narrow and "rocky, particularly in times of high water. Traffic had to be barred 24 "Board Passing on Road Claims for New Highway to Blacksburg,"Gaffney Ledger, May 10, 25 "Blacksburg Paving and Cherokee Creek Bridge Among Projects on Which Bids will be Opened Oct.

8," Gaffney Ledger, September 23, "Blacksburg Highway Paving is Complete," Gaffney Ledger, April 28, 26 South Carolina State Highway Department, "Plan and Profile of Proposed State Highway," October 1, 27 "Bids for New Broad River Bridge and Other Projects to be Opened," Gaffney Ledger, June 9, South Carolina State Highway Department, "Highway," 28 Gaffney Ledger, June 9, 29 Annual Report of the South Carolina State Highway Department to the General Assembly, p. 30 Joe DePriest, "A Fact-finding Glimpse of the River, its History," Shelby Star, June BROAD RIVER BRIDGE HAER NO. Page 9 from the structure for several days during a flood period when the bridge appeared to be in danger of collapsing at any moment.

" 31 The bridge quickly outlived its usefulness and a new one was needed that was sturdier and set higher off the river than the first. The new bridge was sited just upstream from the older structure, which was long with three truss spans each measuring From the site plans of the existing Broad River Bridge, it appears that the roadbed on the structure was approximately 12' wide. 32 Metal pilings from the old bridge still remain in the river. Both bridges were near the location of an earlier ferry. Although there were many natural fords over the Broad River, including Cherokee Ford just two miles downstream from U.S. 29, at least eight different ferries crossed the Broad at various points from the late eighteenth through the early twentieth centuries.

33 A ferry operated at the site of the present Broad River Bridge as early as Initially run by William Tate, the ferry was acquired by Thomas Dare in 34 Dare maintained the ferry for many years as it is labeled on the Mills Atlas. Later, it was referred to as Cherokee Ferry and Black's 35 Ferry. Bids for the replacement of the original iron bridge over the Broad River were taken in June after the paving of U.S. 29 was complete. Blackwell of Kingsport, Tennessee, received the contract for the concrete substructure of the bridge while Dewey Brothers of Goldsboro, North Carolina was hired to 36 assemble the structural steel and superstructure.

The bridge was completed in April with few delays and 31 Gaffney Ledger, September 23, 32 South Carolina State Highway Department, "Flood Relief Project No. 15, Plan and Profile, Bridge over Broad River," February 33 Cherokee Historical and Preservation Society, Inc., "Map of Historic Sites and Places in Cherokee County, South Carolina," 34 Petitions to the South Carolina General Assembly, item 91. 35 Robert Mills, Mills' Atlas of South Carolina (Charleston: Hurlbut and Lloyd, Cherokee Historical and Preservation Society, Inc., "Map." 36 "Road and Bridge Work Contracts for Projects in Cherokee County Awarded to Low Bidders on Jobs," Gaffney Ledger, June 20, BROAD RIVER BRIDGE HAER NO. Page 10 opened with no fanfare.

The project, in fact, was finished early-in three-fourths of the time allowed by contract-and under budget. 37 The South Carolina Highway Commission minutes show that the project was budgeted for and actually amounted to Savings was made in the cost of cement and miscellaneous items. 38 The bridge was hailed as "one of the biggest highway improvements made in this section in years." The new bridge eliminated "a comparatively steep and curved hill" on the Blacksburg side of the river. 39 The first to drive over the bridge was Sparks, who operated a service station and store at the west or Gaffney end of the bridge. 40 Dewey Brothers completed their portion of the contract within seventy-seven working days, which was well under the 100 days allowed by the contract.

Steel spans were fabricated from standard and special rolled shapes furnished by the Phoenix Iron Company, Phoenixville, Pennsylvania, and the Carnegie Steel Company of Pittsburgh. The floor system was manufactured by the Pittsburgh-Des Moines Steel Company; the steel bars for the lattice work by the Knoxville Iron Company of Knoxville, Tennessee; the steel castings by the Pulaski Foundry and Machinery Corporation of Pulaski, Virginia; and the shop coat and field paint by George D. Wetherill and Company of Chester, Pennsylvania. In erecting the steel superstructure, Dewey Brothers employed a five-ton bridge traveler for placing the steel on the falsework, and a five-ton guy derrick for handling steel from roadway to bridge approach.

Portable air compressors supplied air for two riveting crews. 41 Just five years after the bridge was completed, a stream flow measuring station was constructed by the United States Geological Survey (USGS) on the west bank of the river immediately adjacent to the bridge approach.

In South Carolina, twenty-three such stations were constructed from the mid-1920s 37 "New Broad River Bridge Finished; To be Opened to Traffic In April," Gaffney Ledger, March 22, "New Broad River Bridge Opened to Travel Yesterday Afternoon After Approval by Federal Road Engineer," Gaffney Ledger, April 14, 38 Minutes of the South Carolina State Highway Commission, May 25, 39 "Open New Bridge During Next Week," Gaffney Ledger, April 9, 40 Gaffney Ledger, April 14, 41 "Bridge Superstructure Built in Fast Time, "Manufacturers Record, Vol. no. 19, May 12, p. 29. BROAD RIVER BRIDGE HAER NO. Page 11 until the Typically, plans for these structures were drawn in the Raleigh, North Carolina USGS office and constructed on site by local workers.

The Broad River station was discontinued in and remains unused today. 42 The completion of the bridge marked the last piece in the improvement of U.S. 29 through South Carolina. The road remained the primary east-west route through Cherokee County until Interstate 85 was constructed several miles to the north. U.S. 29 between Gaffney and the Kings Mountain was designated as part of Overmountain Victory National Historic Trail (OVNHT) in September The trail "commemorates the campaign leading to the Battle of Kings Mountain by following the Revolutionary war route of Patriot militia man to the battle site at Kings Mountain National Military Park" in the northeast corner of 43 Cherokee County. c. Engineers and Fabricators 1. Dewey Brothers, Inc., Goldsboro, North Carolina.

The Dewey Brothers received the contract for the assembly of the superstructure and structural steel. Founded in Dewey Brothers, Inc. constructed a number of products including steam engines, boilers, saw mills, cotton gins, grist mills, shingle machines, and parts for various pieces of equipment. During the and Dewey Brothers concentrated their business interests on bridge construction. The company was also known for their small locomotives used in the timber industry. East Jordan Iron Works, Inc. of East Jordan, Michigan acquired Dewey Brothers in 44 The superintendent for the Dewey 45 Brothers, Inc. was Small.

42 Ted Cooney, United States Geological Survey, unrecorded interview with author, July 9, 4 3 National Parks Service, "Overmountain Victory National Historic Trail (OVNHT),"[Internet] [cited July 14, available from: www.nps.giv/ovvi/index.htm. 44 East Jordan Iron Works, Inc., company website. [Internet] [cited June 23, Available from: www.ejiw.com; Claude Moore, "Wayne County, North Carolina Genealogy Project," [Internet] February 26, [cited June 23, Available from: 45 Gaffney Ledger, March 22, BROAD RIVER BRIDGE HAER NO. Page 12 2. Blackwell, Kingsport, Tennessee. There is nothing in the historical record that provides information on this firm. 3. The South Carolina Highway Department was the engineer for the project.

There is no specific individual listed in any document as the primary designer. PART II. BRIDGE DESCRIPTION A. General Statement The Broad River Bridge is a 1,038-foot bridge with four Pratt through trusses measuring each. The deck of the bridge is 22' wide with four concrete approach spans totaling The bridge crosses the Broad River at an angle and the truss design has a skewed appearance to compensate for its orientation. There have been no major alterations to the bridge, although the concrete deck has been replaced. A few of the cross beams on the superstructure have been damaged by passing vehicles, but all of the structure is original. B.

Physical Description The bridge is supported by thirteen reinforced concrete piers, which are numbered consecutively beginning on the Gaffney or west side of the river. The piers are set at a 40 angle to the river. Piers 1 and 13 are the end bents and consist of two, tapered columns with a cross beam near the base. Pier 1 on the west bank of the river is 37' tall while Pier 13 at the opposite end of the bridge is The remaining piers are tapered, solid shafts with rounded ends. Piers 5, 6, 7, 8, and 9 are the largest and support the four through trusses. They measure wide and vary from tall on Pier 5 to tall at Pier 9. Piers 2, 3, and 4 are on the west bank of the river and measure while Piers 10, 11, and 12 on the north side are These piers are all 3" wide.

Piers 5, 6, 7, 8, and 9 measure 9' deep at their base and 5' deep at the top directly under the bridge deck. Piers 2, 3, 4, 10, 11, and 12 are 8' deep at their base and 4' deep at BROAD RIVER BRIDGE HAER NO. Page 13 the top. The piers all have horizontal, incised construction joints creating a streamlined, Art Moderne effect. Plans for the bridge show two possible footings for the piers. The rock footings were to be 12' in diameter for Piers 5, 6, 7, 8, and 9 and 10' in diameter for Piers 2, 3, 4, 10, 11, and 12. The pile footings included 23 piles for Piers 6, 7, and 8, which measured 14' in diameter and 17 piles set in a circle 12' in diameter for Piers 5 and 9. The same footing of 17 piles was to be used for Piers 2, 10, 11, and 12.

The type of footing utilized was ultimately decided by the engineer. It is not known which footing was chosen for the actual construction. The bridge roadway is 22' feet wide with a curb. The deck and curb are concrete. Set just behind the curb is a double, horizontal, steel railing, which is riveted to the superstructure. The bridge consists of four Pratt through trusses each measuring Because the piers below are placed at a 40 angle to the river, the through trusses are skewed at the same angle causing one end post at each portal to be pulled in front of the opposite post. The trusses are constructed of steel, which was fabricated from standard and special rolled shapes furnished by the Phoenix Iron Company, Phoenixville, Pennsylvania, and the Carnegie Steel Company of Pittsburgh.

The bridge is rivet connected with gusset panels at each panel point. There are four reinforced concrete approach spans totaling 424 feet. Piers 1, 2, 3, and 4 support the west approach while Piers 10, 11, 12, and 13 carry the eastern section. The bridge is detailed with arched fascia beams and a 3' concrete railing with arched openings. All exposed edges were also chamfered. Immediately adjacent to the bridge on the west bank is a stream flow measuring station, which was constructed by the USGS in It stands on the south side of the bridge near Pier 4 and is approximately 45' tall. Constructed of reinforced concrete, it is essentially a square tower with a pyramidal roof. There is a single metal door at the top of the station on the northwest elevation.

The southwest elevation contains a small, rectangular, glass block window. The door is accessed from the BROAD RIVER BRIDGE HAER NO. Page 14 bridge deck by a metal catwalk or by a metal ladder, which runs to the ground on its southwest elevation. Although simple in form, the structure does contain some detailing including two vertical incised lines running the length of the building on each elevation and stepped corners at the roofline. While the ladder and catwalk appear to be replacements, the remainder of the structure is unaltered. It is not known if there is original equipment inside the structure. PART III. SOURCES OF INFORMATION A. Engineering Drawings and Plans: The original plans of the bridge are housed at the South Carolina Department of Transportation's Columbia office.

Five plans were photographed for submission. They include: plans and elevations, piers, superstructure, and miscellaneous details. B. Archival Research: Research was undertaken at the South Carolina Department of Transportation and the South Carolina Department of Archives and History, both in Columbia, as well as at the South Caroliniana Library at the University of South Carolina and the Cherokee Public Library in Gaffney. C.

Source document Quoted word for word from HAER SC-41. Not written, edited or summarised by this site.

Annual Report of the South Carolina State Highway Department to the General Assembly. Cherokee Historical and Preservation Society, Inc. "Map of Historic Sites and Places in Cherokee County, South Carolina," Cooney, Ted. United States Geological Survey, Hydrologic Data, Columbia, South Carolina. Unrecorded interview with author, July 9, DePriest, Joe. "A Fact-finding Glimpse of the River, its History." Shelby Star. June "Many tried to improve conditions to make travel easier on the river." The Shelby Star. June "Early Ironworks of Northwestern South Carolina: Coopersville Ironworks Site and Susan Furnace Site BROAD RIVER BRIDGE HAER NO. Page 15 National Register of Historic Places multiple property nomination, East Jordan Iron Works, Inc.

[Internet] [cited June 23, Available from: www.ejiw.com. Edgar, Walter. South Carolina: A History. Columbia: University of South Carolina Press, Feruson, Terry A. and Thomas A. Cowan. "Iron Plantations and the Eighteenth- and Nineteenth-Century Landscape of the Northwestern South Carolina Piedmont," in Carolina's Historical Landscapes: Archaeological Perspectives, edited by Linda F. Stine, Martha Zierden, Lesley M. Drucker, and Christopher Judge. Knoxville: University of Tennessee Press, Gaffney Ledger. "Board Passing on Road Claims for New Highway to Blacksburg." May 10, "Blacksburg Paving and Cherokee Creek Bridge Among Projects on Which Bids will be Opened Oct.

8." September 23, "Blacksburg Highway Paving is Complete." April 28, uBids for New Broad River Bridge and Other Projects to be Opened." June 9, "Road and Bridge Work Contracts for Projects in Cherokee County Awarded to Low Bidders on Jobs." June 20, "New Broad River Bridge Finished: To Be Opened to Traffic in April." March 22, "Open New Bridge During Next Week." April 9, uNew Broad River Bridge Opened to Travel Yesterday Afternoon after Approval by Federal Road Engineer." April 14, Johnson, Elmer Douglas. A Brief History of Cherokee County, South Carolina. Gaffney: Chamber of Commerce, BROAD RIVER BRIDGE HAER NO. Page 16 Kovacik, Charles F.and John J. Winberry. South Carolina: The Making of a Landscape. Columbia: University of South Carolina Press, Manufacturers Record.

for Southern Highways." Vol. 99, no. 2, January 8, "Bridge Superstructure Built in Fast Time." Vol. no. 19, May 12, Mills, Robert. Mills' Atlas of South Carolina. Charleston: Hurlbut and Lloyd, Minutes of the South Carolina State Highway Commission. May 25, Moore, Claude. "Wayne County, North Carolina Geneology Project." [Internet] February 29, [cited June 23, Available from: Moore, John Hammond. The South Carolina Highway Department, Columbia: University of South Carolina Press, Moss, Bobby Gilmer. The Old Iron District: A Study of the Development of Cherokee County, Clinton, South Carolina: Jacobs Press, National Parks Service. "Overmountain Victory National Historic Trail (OVNHT). [Internet] [cited July 14, Available from: www.nps.gov/ovvi/index.htm.

Petitions to the South Carolina General Assembly. Item 91. Roberts, Wayne D. An Intensive Archaeological Survey of the Proposed I-85 Improvements, Cherokee County, South Carolina. Columbia: South Carolina Department of Transportation, South Carolina State Highway Department. "Plan and Profile of Proposed State Highway," October 1, uFlood Relief Project No. February BROAD RIVER BRIDGE HAER NO. Page 17 Stephenson, Robert L. "Cherokee Iron Works National Register of Historic Places nomination, August 20, Weingroff, Richard F. "U.S. 29, Maryland to Florida." [Internet] March 1, [cited July 12, Available from: D.

Likely Sources Not Yet Investigated: The only potential sources that could not be located were the missing engineering drawings and construction documents from the South Carolina Department of Transportation (SCDOT). Although some plans still exist and were photographed for this documentation, two sheets were missing. The first was the title page and the second was Sheet 5, which contained the drawings for the steel through truss spans. SCDOT also does not retain any construction records from this period. East Jordan Iron Works, who acquired Dewey Brothers, also has no records of the bridge. PART IV. PROJECT INFORMATION The Broad River Bridge will be replaced and either wholly demolished or preserved in part at another location.

It was determined eligible to the National Register of Historic Places in based on an inventory of metal truss highway bridges in South Carolina conducted by Clemson University. The bridge was considered significant because of its skewed design. As required by the National Historic Preservation Act of as amended through (PL and PL Executive Order and the Advisory Council on Historic Preservation revised 36 CFR Part 800 Regulations, the bridge was documented according to HAER standards prior to demolition. New South Associates was contracted by the South Carolina Department of Transportation to undertake the documentation project in February Jennifer B. Langdale served as project historian and compiled the research and this narrative report. Richard T. Bryant served as project photographer.