united park of registration form€¦ · united states department of the interior national park...

United States Department of the Interior National Park Service

National Register of ~isforic Places Registration Form This fmn 's for oruse in mxnlnafing or requesting &minations of elig~bitity for individual promies or districts. See jnshuctions in Gu- lor CwnpMfrng Mationai Regrsfer Farms (National Register Bulletin 16). Complete each irm by marking "x" In !he appropriate box or byenterlng the requested ~nformatm. li an ilem dws not mp!y to ihe Drape* beEng dmurnentMl, enw "NhllA" for "not applicable." For functions. styles, materials. and areas of sign~ficanee, enter only rha categories and subcategonss listed In the ~mstructbns. For add~tronal space use contlnuatlon shwts (Form 1Q900a). Type all entrles.

I . Name of Property histor~c name E orher narneslsite number Lake Citv B ~ ~ ~ ~ ~ ] H A E R NQ .m-1$

2. Lmation streel 8. n u m b e r s ~ ~ t p ~i-8. s~anninn the. S t , Francis River IJ not for publication y j b cily, tcwn cisv U v~cin~ty x/g state Arkansas c d e 05 county Craighcad code 031 rip code 7 2 4 2 7

3. Classlflcation Ownersh~p of Property Catmow of Pro~srtv r] private a public-local a public-State

public-federal

- P . . Q building(s)

distrlct site

1);1 structure

obrn

Name sf related multiple proparty listing: s

Number of Resources within Property Gantributing Nonoontri buting

buildings srtes

1 structures objects

1- Total Number of contributing resources previously listed in the National Register K /A

4. StatelFederal Agency Certification

As the designarM authority under the National Hlstwic Pmrvatlon Act of 1966, as amended. I hereby certify that thrs nomlnalion request for detenmlnation of eligibility meets the docurnentatlon standards for registering propenies in the

National Register of Historic Places and meets the procedural and professional requirements set forth in 36 CFR Part 60. In my opinion, the property @meets does not meet the National Register criteria. C] see continvatrm sheet.

1 sgnalun of certifyins omcia1 Dale 1 / Arkansas Histor ic Preservation Propram Stale or Federal agency and bureau

1 In my opinion, the propeny meets n d m s not meet the Natibna! Register erirsria. See canfmuatim sheet.

S~gnalure of commenting or other official Date

State w F-ral agency an6 bureau I

5. National Park Senrlce Certification I, hereby, cerZ~fy that th~s properly IS

entered in the Nalional Register. - I See mntinuatlon sheet. determined eligible for the National Register. Sae continuation shest

]determined not eligible for the Nalional Regisfer.

removed from the National Register. Q other, (explain:)

Signature of the Keeper Dale o l Action

6. Function or Use Historic Functions (enter categories from instructions) Current Functions (enter categories from instructions)

Architmural Classification Materiais (enter categories from instructions) (enter categories from instruetkns)

foundation concrete Other: I-Beam V e r t F c a l L i f t walls steel

roof ather

Deserlbe prggent and historic physical appaarancs.

IX] See continuation sheet

United States Department of the Interlor National Park Service

Natlonal Register of Historic Places Continuation Sheet .

Seetion number 7 Page 1

SUMMARY

Located in the expansive river btmm immediately east oE lake City, Arkansas, the Sz Francis River Bridge spans 3412' across that river. This length is composed of one hundred nine thiny-one foot long steel 1-beam trestles and one thirty-one fmt long verticaI Eifr span. The lifi span is the seventh span rm the west (Lake City) side of the bridge. A clear roadway width of wmty-four feet provides two lanes of wflic.

The I-beam mdes are q 1 e strucmes tmed by five I-km stringers with their ends resting m reinforcsd concrete piers. The rectangular piers are. hollow and filled with gravel. Precast octagonal conccete piers reinforce the ground underneath the piers. A reinforced concrete slab forms the bridge deck. A concrete rail at a height of three feet frames into the one fmt square concrete psrs, spaccd five fm apan

The wniGal Iift span has six I-beam stringers, supparting a reinforced concrete dcck, that h e into I-beam girders at either end of the span. The rhirty -seven foot height of the lift rowers makes this span visually prominent .next le h e tresde spans. The Em towers are double angles forming m s e s that are cmdevered upward horn the deck. h r s of towers at each end of the span are braccd with two p o d trusses. Sheave wheels, fwlr feet in m e t e r , at h e top of each tower guide the cables that lift h e span. The plough sreel cables are twisted ~ I I six strands of nineteen wires each. One end of each cable is pulled through a plate attached no the mp of a girder and embedded in the deck. The other ends of the cables hold the precast concrete counterweights, which balance the weight of the vertical lift span.

The span is lifted by mmhg a hickory handle which is keyed into the capstan in the center of the sparr. Tho twque on she handle o p t e s t w ~ perpendicuharly set gears. A shaft transfers the turning force to drums in each lower. The able is wmpped six times around dre drum. As the drum is mmd, it travels along the cable, raising or lowering he span. The span can be lifted a h r twenty feet above the normal deck level. A bsacket prormdes From each mwer to impede further upward movement. A brake dnrm around the principle shaft is operared by a fool pedal ncu he capstan. A lock at either end of the s p n prevents unintended motion.

The Lake City Bridge is in g d condition and is c m t l y king maintained by h e Arkansas Highway and Transportauon Depamnent as a vehicular bridge,


National Register of Historic Places Continuation Sheet

Seetion number 8 Page <

SUMMAIlY

Built during he Arkansas Highway and Transporcatim Department Em 1923- 1939. the St. Fmcis River Bridge at JAke City survives as the only I-beam vertid lifi span in .kkmw, Designed by the Arkansas Highway and Transportation Depamnent to accommodate local river d f i c and mseucred by the Vincennes Bridge Company in 1934, its location is important because is allows passage from the eastem thud of Craighead County across the swampy Sunken h d s to the rest of the county. As such, the SL Frads River Bridge is nominated under Criteria A and C wirh smtewide significanm.

ELABORATION

LOCAL HISTORY

W g b d County was mated February 19. 1859, frwn lhree p m ~ t counties: G m e . Mississippi. and Poinsw. William A. Jones, a representative for three counties in the northeast corner of Arkansas, actively pursued the orgad t ion of the new county. but anothet repfesentaive from that area. Thomas 8. Craighead, opposed Jones' poposal. In early 1859. w i h Craighead absent, J m s pushed the bill for the new county through the state senate. Emphasizing his opponent's defeat, Jones pur Csaighead's name on the bill as the name of the new county.'

The eastem third of Ihe new county contained rich timber land mixed with nvamps. The St, Francis River, flowing fmm Nonh to South, separates this ma from the mt of the oounty. The wct of land almg the rivers d e d be Sunken Zands -use the river channel sonk dming the esdqudm of 1811-12. The county seat, Jonesbom. lies seventeen m i l a west of the river. The land east of the St. Fmcis became known as the East Bottoms.'

Lake City, a pwt on the w m side of the river. w z the largest cornmumiry near the bomms. After the Civil War, people wee attracted to the timber induskry opportnnities in the lmttoms. The growing eastern community warranled the establishment of a second county s a t at Lake City in 1883. Prim to thls h e . a direct route had not existed between Lake City and Jonesbwo. The consmction of a road bemeen the two cities was as i rnpomk as the new courthowe that was built The highway across the county made Lake City a major stop for mvelers going west. The new county sear had undergone several name changes before 1883. Up to and prior w 1848, Lake Ciry was calIed Old Town. This name was changed in the 1870's when the

communiay could not o p n a p s t officc because another Old Town. iukansas. already existed. In I877 a post office was esrablished for Sunk Lands, Arkans;rsr, at the site of what had been Old Town. The name of Lake City, fordEy used after 1881, was derived from the city's laxtion on a particularly wide portion of the St. Fnncis River.

In 1898 the Jonesbom, Lake Civ. and Eastern R a h d developed, bringing new business and growth to Lake City. SmmiFIs, stores, a cotton gin. and a new schaol were built. Prosperity led to the incorporation of Lake City on February 7 , 1898.

EARLY N V E R CROSSKNCS

Inowporation of Lake City made he need for a proper river crossing more feasible. For over rhirty y m , the only way 10 cross the mile wide St. Tmcis at Lake City was a fmy. Wdliarn Twesdell started a lucrative f u q business in 3866. We and his wife Edirh, a Canadian and a New Yorker, helped the economy of Lake City by providing a means of crossing the river. Stemboats traveling the St Fmncis also stopped to eat and lodge at the Tiveedells'.?

Unlted States Department d the Interlor National Park Service


Section n u m b 8 Page 2

Along with the steady, it not increasing, income of the fersy business came certain risks. William Tweedell d m W on C h r i s m Day, 1838, when he fell k r n h e ferry during a crossing. The business was continuedl done by Mrs. Tweedell until she married Harry M Saoud on Septernbec 16, 1581. Smud operated h e ferry unril his h t h March I, 1885. Within a year Mrs. Tweedell-Stroud had found a new ferry operator md husband in John J. McBroom. McBrmm, a retired riverhat caprain and veteran of the Mexican and Civil War, charged one doll% per wagon in 1894.' The growing population of the east bottoms was willing to pay this exextravagant amount because McBmrn off& the only passage across rhe river. On Novemlxr 24, 1894, a correspondent for the Craighead Conntp Sun repoM that "The only man in this country making any money is the ferpman. If a person would go to Lake City and see the wagum backed up, waiting to go acms Ihe river, they would think that Captain John McBmm is h e only Eocky man in the County,"

Unfarmnarely, the feny could not keep up with the hcmshg mf3c from the bnoms, and McBroom's death in May, 1895, made passag a m the St, Francis more uncenain. Residents of the h t w r n s campaigned untll 1898 for a bridge at Lake City. In that year a one lane wm&n bridge spanned the mile needed to connect the east md wmt shores of h e St. Francis at Lake City.

me f i bridge was a wmden deck supported by wm&n pilings. An act of Congress on March 3, 1896, authorized construction d a bridge at M e City. The flarrs approved on September 24, 1897, were foe a lift span providing 32 feet vertical clearance over lthe then highest known warn and t h i i feet horizontal clearance? The bridge. an improvement over the fersy, still presented problems to irs user. Turnouts every quarter mile were provided for passing. but a meeting of two vehicles halfway W e e n tumouts meant one persen would have to back up. This inconvenience c a d a great number of fights on the bridge.'

The wooden srmcm was not built 10 long endm ae constant me it received In 1912 the midents of the bottoms and Lake City began campgmng far a new bridge. Coanty Judge W.A. Maywood promised a replacement bridge by mid-Februq of 1913, allowing only sixty days far its mnsuuction.'

The second bridge was essentially a duplicate of the first in steel with conmete pilings. While the new srmcture was sturdier, the problems of a single lane passage were dl very eviden~ Wnllke the fust bridge, this steel pony truss had a swing span to allow river w e L According to she reports of the Corps of Engineers in Memphis, the second bridge was supped to have a Yertical lift s p for river mffic. In 1929 when a third bridge design was being discussed, Lt. Col. F.B. Wilby u>Id the state highway commission that the Corps did "not have any record of authorization for the swing span now in that {he 1913) bridge."' The bridgc was not daigned for the automobile Mfic that would soon ensue afta its consauction. and by late 1925, he state highway commission was considering buildmg a third bridge a M e City.

BlUQGE CONSTRUCTION

A field survey in October, 1928, concluded hat the s m b e d of the St. Francis River at Lakt City was unchanging and a channel could not be cleared for more waterway. A new steel bridge wih mled timber was recommended. A rwenty foot wide roadway with a laminated-mated asphaltic crlrpcr floor was s u g ~ t e d to handle two-way traffic on Route 18. By mid-December of the same year, E.H. FIanncq, h e Office Engin- for Cnighead County, had mld the Bureau of PubIic Reads that a new Lake City Bridge would be included m the 1930 construction program of the Arkansas Highway Commission.

By late April. 1929, S.H. Lee, the Disrict E~giqeer in Jontsboro, had prepared preIiminv layoats of the new bridge. He forwarded uacings of the layours to bridge engineer X.B. G a r at the highway commission. The proposal for the new bridge bewme official in papework on Apnl26, 1929, when an index card of pzrtinent data for the bndge was ser up at the commission.

United States Department of the Interior National Park Service

National ~egi&er of Historic Places Continuation Sheet

Section number Page 3

An article in the Arkansas Gazette ndfml the public and the Corps of Engineers about he highway commission's plans. Lt Col. Wilby wrote a letter to the commission outlining the military's concerns for the new bridge. Wilby wanted at least 24 feet of navigable channe!, as provided as Ash Camp, 28 miles downstream from Lake City . The channel should be opened by a "me draw span of some type and not . . . a removable span . . . ."' The highway commission assured the Corps rhat he required clearance would be a criteria for tl-e bridge design, which had not been started yet.

Five months later1 Elannery wrote to Garver and his supenisor, S.C. Christian, to dtscuss the federal aid for the bridge and h "kern of the project agreement."'0 Exactly what aid and contract agreements were decided upon for the St. Francis Rivw Bridge in 1929 are unknown, but that aid and those Agreements were nullified ren days after Flarmery's letter wilh the cmsh of the stock market. Aftcr O c l o k 24, 1929, the pace of designing and consuucting he St. Francis Rver Bridge slowed to a crawl. Fow bdks of approval and almast five y m later the bridge was complered.

The first congressional acr, hMic No. 478, was passed on June 20. 2930. The act specified that no tolls could be charged on the bridge at Lake City. The other m r d e d event of the year was Garver's reply to interested contractors that no plans and no bid date had k e n established yet. Private consultants, probably eager for work in the b l a k economic climate, were told by Garver that the bndge would lx designed by Lhe stare.

Bridge acrivicy in I931 was almost nonexistent. Garver requested i n f o d o n on the river depth at the site. A new levee being constructed in the northeast part of the stare would raise flood leveh of the St. Fmcis River. The new bridge wouId have to acc~mmodate almost five feet m a for h e highwater mark than its predecwor.

Interest in the bridge revived in 1932. The B m u of Public Roads and the Jonesboro District Engineer approved the general structural lype and river location planned for h e bridge. Congress reinstated its auhorization act in she early spring and extended the staling date of consmction one yeax from April 15, 1932. and the lime of completion to April 15, 1934. In October a public hearing was held at the US Engineers Office near Memphis for citizens to voice any suggestions or objections to the prom bridge. No comments from Lake City or east bottom residents are filed with the state highway records. Appmntly the h&g was uneventfa and no serious objections were raised. The location of the meeting was also fifty rmles from Lake City, which was a long journey ar hat time.

Despite the renewed activity of the smte. Corps of Engineers, and federal a g e n c i ~ on b e SL, Francis River Bridge in I932, be preliminaq drawings had not been started by the close of the year. So 1933 opened with another request for a Congressional extension. Congressman WJ. Driver was responsibie for presenhg the 'bill for the St. Francis River Bridge each the. He kept the highway cammission informed of the stam of the bills with telegarns.

The National Induswinl Recovery Act was passed on June 16, 1933. NlRR established 33 million dollars in the Public Works AdminisuaFion for civic projects. The Federal Government planned to pump money into the economy to spur on recovery from the depression. This fund inspired hope in take City that the money needed for the bridge would soon be available. District bginwr CE. Swain inquired of W,W. Zm, Acting Chief of the highway commission, about the slatus of the project, W n g that he St. Fmcis River Bridge "should be among the first subrniued under the National Dndustrial] Recovery A~L" ' '

3 y the end of July, 1933, Garver had nearly compIeted p h s for a bridge with steel I-beam stringers, a concrete floor, and concrete pilings. Swain tentativeIy approved Lhe design, with h e stipulation that the total cost was not greater than the amount allotted by NIIIA.'' The design included a vertical lift span that would provide the passageway required by law for navigable rivers, with the dimensions requested by the Corps. Rwlizing that rhe St. Francis was seldom navigated, Garver requested permission from the Corps to modifv the

Unltad States Department of the InZedor National Park Service


8 4 - -

Section number Page

plan ro a firxed span that could be converted to a vertical lift lam. Majm Edwin C. Kelton. the Acting Disuict Enginecr For the Corps, lhought the c m t design was satisfamry a d that the proposed modification was radical. Another public hearing would have t be held locally u> the change. A-dy Kelton's reply discomged Gamer, and he abandoned the idea of temporarily futing the span. No orher mention is recorded. and the complered bridge has a vertical ML Gmer's request was prophetic, however, because the span was only lifted once." The final design was approved by h e Corps of Engineers and the War Pepartmen1 in late October. Anorher continurn of h e Congressional authorjzatim was needed m make the bridge legal. Congmsmarr Driver reinduced the bill ta Congress in March, 1934, and m i v e d sanction for the cmstruction which was already underway. The contract had ken let ro the Vinmnes Bridge Company on October 17, 1933.

Consmcticm began ten days after the Vhcennes Bridge Company received dx bridge conmct. For months the Corps of Engineers and G m m had k e n discussing the method of clearing h e river m d o w consmction to proceed through the win~r." Even so, the B m u of Public Roads was dissatisfied with consmaion progress. One problem encountered was Lhe fracmre of one of the driven concrete pilcs in Mirth Instead of hotdmg up consrmction more by pulling the pile out and replacing it, the supmising engineer eplaced the damaged concrete and wrapped a collar around the new secuon of the pile." Plling conunued, and by July, the completion dare was set for h e end of August. 1934.

The residents of the east bottoms were anxious for an end to the bleak wa. In early 1934, Ihe Lake City Chamber of Commerce formed to find ways to alleviate the economic depression in Lakc City. The emerging new bridge spawned the idea of staging a celebration for the opening of the bridge. On h e menty-fifth of July, the president of the Chamber of Commerce, Toe Clay Young. invited N.B. Garver to the two day festivities planned lor August 31 and September 1. Lam the celebration was postponed one week to accommodate a lag in completion of the bridge. Even this date was sentalive until Thursday, September 6. when the mident enejneer, Ted Pelton, annomced that the bridge would be complered by 7 a.m. Friday morning. The jonesboro Daily Tribune reported that Thursday to be rainy, but she excitement in Lake City d d not dampen. SeveraI thousand people were expected to arrive for the festivities.

At ten o'clock Friday morning a Imal band held a concert. Joe Clay Young delivered the welcome address and invoked state senator Charles B. Gregg of Jonesboro. Gregg recounted how he had k n the h s t man to cross b e fmr bridge at Lake Ciry in 1898. The key speaker for the celebration was to be Governor S. %on b e l l , but he was unable to ?peat. Craghead County Judge Gordon Keller. Ted Pelmn, contractor WL, Sharp. Vhoennes Bridge Company conmtar Seymour Riddle, state highway commissioner James R. Rhyne, and a few Jonesboro businessmen spoke instead about the new bridge. A luncheon for visiting newspapermen, mayors. and 'other prominent guests" amacted speakers from Craighead County and neighboring Mississippi County. Talking about the bridge and h e eastern part of the cwnty continued to be the main event of h e day as Congresman Driver gave a dedication address in the early afternoon.

Fbr hose who did not enjoy all the speeches, the celebration picked up in the afternoon. An air circus highlighted Friday afternoon, drawing a large crowd for the grand parade M u g h Lake City. The culmination of the day"s events w a to be he crowning of a bridge queen. The princesses and their maids rode through the parade m a h u t ? xcvue at its end. A newsreed of h e parade and bridge was made to ix viewed Iater in Jonesbro and neighboring towns. The parachute jump ar 530 en&d the afternoon activities. The Jonesboro Daily Tribune projected that ". . . p r o s p s s for a[ last 5000 people loomed by nightfall.""

At ten d'clock p.m. Ihe kchard Digpns orchestra h m Memphis sounded the first notes of the Queen's Ball. The crown was awarded to Miss Ida Francis Meu, of Jonesbero. Miss Mea accepted the ride by saying "It is inded w honor and a surprising pleasure ro have been selected y w r bridge queen, and I'm glad that I have

WnHed States Department of the Intertor National Park Service


-in number 8 Page 5

a pat in presenting this magnificent and beautiful muclure.""

After another band concen the next morning, Queen Metz christened the new bridge. "Then she dismounted from an automobile and walked to a corner of the steel tower, and clirnbxl upon the railing of Ihe bridge to christen it"" with a bottle of beer. The newspapers of the day had a discrepancy on how Queen Metz christened the bridge, One reported &at she called it the " M e City-St. Francis River Bridge", and chc other she called it the "St. Francis River Bridge." In highway commission correspondence it was referred to as the Lake City job. h e bridge over the St. Fmncis, or the bridge at Lake City. The plans labeled it h e bridp wer the St. Fmcis at Lake City or rhe SL Francis River Bridge. The plaque on the bridge does not use the word 'bridge,' bur it docs say "St Francis River."

The carnival and air circus continued Smdny afternoon after the christening. The Jonesbora Evening Sun reflected on the two-day celebration and estimated it was ". . . the largest crowd ever m pour into any of the smalIer erastem dismict towns."" .The bridge celebration was definitely very successful as a-temporary boost to the Lake City economy. The spitits of the Lake City and mr Ibonoms residents were u d w r b t d y lifted aftw Ihe five years of depression. The completion of h e long awaited bndge promised lhar he depression would end.



Section number 8 Page

ENDNOTES

1. Goodspeed, Goodspeed's History of Crai~hcad County. Arkansas (1964).

2. Charles A. Stuck, The Smw of Craiphead Countv. Arhsas (1960).

3. Herchd (Plug) Eaton. "Lake City Slec$ a Bridge Queen: The Dedication of the St Francis River Bridge," The Crai~head Countv Omterlv, Vol. X X I T , Winter, No. 1, p. 1.

3. ibid., p. 2.

5. LL Col. F.B, Wilby, Corps of Engmeers. Iener to Atkansas Kghway Commission, May 20, 1929.

7. ibid., p. 3.

8. Wilby.

9. ibid.

10. E.H. Fkmry. Craighead County Office Engineer, l e w to S.C. Chridtian, highway engineer, October 24, 1929.

I I . CE. Swain, Disn-ict Engineer, letter to W.W. Zass, Acting Chief d Arkansas Highway Commission. luIy 20, 1933. -.

12. CE. Swain, Disu-ict Engineer, lefter to W.W. Zass, Acting Chief of Arkansas Highway Commission, July 27, 1933.

13. EIvis "Cotton" Taft, inteniew wirh Corinne Smith, July 7, 1988. Mr. Taft, a Me long resident of Lake City, recounted that the span was only Mtd once. About a week after the bridge opened, Taft brought a househt up the river and under the bridge. Taft has lived most of his Iife in Lake City on the river bank within 200 feet of the bridge, and has never seen she bridge Mted again. -

34. C.E. Swain, Disuict Engineer, letter u, W.W. Zass, Acting Chief of Arlansas Highway Commission, Septemlw 26, 1933.

15. W.W. Zass, Chief Engineer, letter to J.M. Page, Highway Engineer of Bureau of Public Roads, August 20. 1934.

16. "River B r i d g Fete Draws Big Crowd," J- (September 7, 19341, p. I.

14. "Bridge Queen Honor Goes to Jonesboro Girl," Jonesbro Evening Sun (Septemkr 8, 19341, p. 2.

f 8. ibid , p. 2.

Wnltud S t a t a Depadrnent of the Interlor National Park Service


-ion num'ber 8 ( Page 7

-8. Statement of SlqnMcance Cert~tyrnq official has cons~dered the slqnlicance of this propertV in relation to other properties:

- Applicable National Register Criterla A 8 c - D

Criteria Considerations (€xceptims) A =B UC DD OE m~ [ 7 ~

Areas of Significance (enter categories from instructlms) Transportation Enjzineerinc

Cultural Affiliation ?1 /A

-

Significant Person . ArchltecUBuilder N/A Architect: Arkansas Hiahwav & TransaortaLlon

J33-aCornDFlnp

Sate significance of property, arid jmlfy criteria, criterja considerations, and areas and periods of significance noted above.

Sss conitnuation sheel

9. Major BlbllographlcaS References

See B i s t o r f c Bridges of Arkansas, Hu1tipI.e Property Yomination, Section H.

See continuation sheet Previous dclcumentatlon on ffle (NPS): Dprelirninary determination of individual listing (38 CFR 67)

has been requested previously listed in the Nationa! Register

[7 previously determined eligible by the National Register ndesignated a National Historic Landmark

reeorded by Hrsteric American Buildings Suwey #

mrecorded by Historic American f ngineeting Record IY W R No, AR-18

Primary location of additional data: State historic preservation office

G other State agency FBderal agency Local government University 7 mher SpeciQ repository: U.S. L i b r a r y of C o n ~ r e s s

10. Gleographlcal Data Acreage of property Less than one acre

VTM References A 1713rlL91210J 1319L6161818i01 8 I?I3,2/7,0~0

Zone Easting North~ng Zone Easting I-

Nonhing

See continuation sheet

Verbal Boundary Description

Begfnning at a p o i n t approxhately 2,000 feet west of the East Sr . Francis River Levee on State Highway 18, t h e boundary of rhe St, Francis F5ver Bridge starts here at the e a s t abutment, conrinues west across the Sunk Lands for approximately 3 , 4 1 2 feet, where i t

terminates at the west abutment.

See continuation Sheet

Boundary J ustifieat ion The boundary includes the main lift span, approach spans, p i e r s , 2nd abutments t h a t are historically associated with t h i s property,

See contiauatian sheet

11. Form Prepared By nameltrtle organlzatlon Arkansas H i s tor ic Irt?serva tion Procram daze 7 street & number 225 East Markhan Street telephone C5L11) 37 1-2763 cw or town Little Rock stale -4rkansas zip code 3 2 2 0 1

united park of registration form€¦ · united states department of the interior national park...

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