CROSSING A BRIDGE
For the first time in more than five decades, Laurens Countians will find themselves crossing a new bridge over the Oconee River. On October 3, 2017, the Dewey Johnson Bridge will be dedicated to bring the northern ends of Laurens County together for the first time since last days of the abandoned Blackshear’s Ferry way back in the 1940s.
The idea of a bridge over the Oconee River at Dublin first arose in the early 1880s. Until that time, crossing the river by ferry boat was the most economic, but invariably undependable, method of getting across the river's fluctuating water levels. The Dublin Ferry, which had served the area citizens since 1806, had become functionally obsolete and undependable. With increased passenger requirements, the need for either a second ferry or a bridge was increasingly apparent. Col. William Wylly, a well respected attorney and former Confederate officer, publicly called for the construction of a toll bridge in Dublin in February, 1882.
The effort to build a bridge over the Oconee River was led by John T. Duncan, Judge of the Court of Ordinary. Judge Duncan, who had charge of managing the governmental affairs of the county, appointed Joel T. Coney, William B. Jones, Berrien B. Linder, Frank M. Taylor and J. Frank Fuller to the Bridge Committee. The committee drew up plans for the bridge, which was to cost $10,000.00. Bridge proponents calculated that the bridge could be paid for in five years, by eliminating the ferry and the County Court system.
In November 1883, an election was held to decide whether or not the county would build a bridge over the river. Three years before the election, residents of the Buckeye District in northeastern Laurens County had threatened secession into Johnson County if they were taxed for a toll bridge at Dublin. To them, crossing the river at Blackshear's Ferry was all they needed. When the elections results were tabulated, county voters nixed the idea of a bridge by a 3 to 2 margin. Buckeye residents stood firm and voted 3 to 1 against a bridge. However, residents of the county's other eastern militia districts were overwhelmingly in favor of the bridge. In the largest turnout to date in Laurens County's history, the referendum was overwhelmingly defeated in the county's western districts outside of Dublin, especially in the Reedy Springs and Pinetucky districts where not a single voter was in favor of the plan.
While the populace was against the idea of a bridge, Dr. R.H. Hightower formed a company to erect a wooden toll bridge. The bridge was completed on December 20, 1886, just a few months after the completion of the Wrightsville and Tennille Railroad to the eastern bank of the river opposite Dublin. With the terminus of the railroad across the river, passengers and freight had to be carried over by ferry, thus increasing the load of the free ferry. In April 1887, contractor Zach Kennedy completed the draw to allow river traffic to pass under the bridge. The company attracted paying customers with ten days of toll free traffic and the promise of a street railway leading from the western end of the bridge up the hill to the business district. Despite the convenience of the bridge, there were many who would rather wait their time and cross the river for free. Within a year or two, a winter flood or a spring freshet washed the bridge away and Dublin was without a bridge. On September 8, 1888, the Court of Ordinary issued an order condemning a strip of land beginning at the foot of Jackson Street and running three hundred feet toward the Savannah Road. For this two acre parcel, which was 83 feet below the W&T R.R. warehouse, Dr. Hightower was paid one thousand dollars.
Judge Duncan obstinately fought for the construction of a steel bridge over the Oconee. With the commitment by the railroad to build a bridge, opponents surrendered to the inevitable passenger bridge. George H. Crafts of Atlanta was hired to build the first permanent bridge, which was completed in the summer of 1891. Judge Duncan lived long enough to see his dream of a bridge over the river completed. That first bridge was located just north of where the current river bridge lies. It featured a pivoting span to accommodate river boats. Within a decade of the completion of the bridge, a serious problem had developed. High winter waters and summer rains made the eastern approach to the bridge impassable. George Crafts was again hired to complete the extension of the bridge to higher ground. When convict laborers under the supervision of architect George C. Thompson failed to complete the project, Redmond and Company was hired to complete the approach to the extension. The total cost of the 1100 foot extension and the five hundred foot approach was more than $33,000.00. Despite the apparent fitness of the bridge, work repairing the causeway continued for at least seven more years.
The support for a new bridge in the months after the end of World War I was much stronger than the first bridge. The Georgia State Highway Commission agreed to appropriate $75,000.00 if the county would agree to furnish an equal amount. The state mandated a new bridge, one which would comply with current Federal military and civilian requirements, in order to place Dublin along the proposed Coast to Coast Highway eventually known as U.S. Highway 80.
High waters hampered the construction when a temporary portion of the work was washed away. River crossings were impeded while travelers were forced to cross at the old ferry for a few months during the high water winter months.
The new bridge, without the rotating span to allow the passage of steamboats underneath, opened for traffic on May 4, 1921 when County Commission Chairman, J.M. Finn, drove the first car across the new steel and concrete bridge. The bridge, wide enough for only two lanes of traffic, was composed of steel girders and concrete pillars, railings and a road bed. On the eastern end of the bridge was a sign welcoming motorists to Dublin. On the western side was a another sign. This one thanked travelers for coming through Dublin. With the establishment of J.P. Stevens in East Dublin in the late 1940s and the increased automobile traffic into Dublin, a new bridge was needed.
Early on the morning of March 14, 1953 the sky cleared. Politicians and musicians assembled in front of the City Hall for a parade down Jackson Street for the dedication of the Herschel Lovett Bridge. The bridge was named in honor of Herschel Lovett, businessman, state representative and then Mayor of Dublin. W.W. Brinson was in charge of the bridge dedication committee, which secured the presence of the 14th Air Force Band and a drill team. The invocation was given by Rev. John Lough of the First Methodist Church. Mayor Lovett gave the welcoming address to the thousands of those in attendance. Attorney General Eugene Cook, a former resident and native of Wrightsville, acted as the Master of Ceremonies. The obligatory ribbon strung across the million dollar bridge was cut by Margaret Gillis and Hersha Bryant Phillips Hatchett. The principal address was given by Lt. Gov. Marvin Griffin, who later became Governor of Georgia. Following the ceremonies, a bar-b-que dinner was held for all at Lovett Park.
The Dewey Johnson Bridge is the sixth bridge to be completed across the Oconee River in Laurens County. A half century ago double bridges were constructed along the route of Interstate 16. As you cross the new bridge, remember the early days of our county when General David Blackshear, a veteran of the Revolutionary War and the War of 1812, helped build our infant county. And, also the remember the heroism of Sgt. Dewey Johnson, who died in a Middle Eastern desert trying to save the lives of many Americans held captive in Iran.
For the first time in more than five decades, Laurens Countians will find themselves crossing a new bridge over the Oconee River. On October 3, 2017, the Dewey Johnson Bridge will be dedicated to bring the northern ends of Laurens County together for the first time since last days of the abandoned Blackshear’s Ferry way back in the 1940s.
The idea of a bridge over the Oconee River at Dublin first arose in the early 1880s. Until that time, crossing the river by ferry boat was the most economic, but invariably undependable, method of getting across the river's fluctuating water levels. The Dublin Ferry, which had served the area citizens since 1806, had become functionally obsolete and undependable. With increased passenger requirements, the need for either a second ferry or a bridge was increasingly apparent. Col. William Wylly, a well respected attorney and former Confederate officer, publicly called for the construction of a toll bridge in Dublin in February, 1882.
The effort to build a bridge over the Oconee River was led by John T. Duncan, Judge of the Court of Ordinary. Judge Duncan, who had charge of managing the governmental affairs of the county, appointed Joel T. Coney, William B. Jones, Berrien B. Linder, Frank M. Taylor and J. Frank Fuller to the Bridge Committee. The committee drew up plans for the bridge, which was to cost $10,000.00. Bridge proponents calculated that the bridge could be paid for in five years, by eliminating the ferry and the County Court system.
In November 1883, an election was held to decide whether or not the county would build a bridge over the river. Three years before the election, residents of the Buckeye District in northeastern Laurens County had threatened secession into Johnson County if they were taxed for a toll bridge at Dublin. To them, crossing the river at Blackshear's Ferry was all they needed. When the elections results were tabulated, county voters nixed the idea of a bridge by a 3 to 2 margin. Buckeye residents stood firm and voted 3 to 1 against a bridge. However, residents of the county's other eastern militia districts were overwhelmingly in favor of the bridge. In the largest turnout to date in Laurens County's history, the referendum was overwhelmingly defeated in the county's western districts outside of Dublin, especially in the Reedy Springs and Pinetucky districts where not a single voter was in favor of the plan.
While the populace was against the idea of a bridge, Dr. R.H. Hightower formed a company to erect a wooden toll bridge. The bridge was completed on December 20, 1886, just a few months after the completion of the Wrightsville and Tennille Railroad to the eastern bank of the river opposite Dublin. With the terminus of the railroad across the river, passengers and freight had to be carried over by ferry, thus increasing the load of the free ferry. In April 1887, contractor Zach Kennedy completed the draw to allow river traffic to pass under the bridge. The company attracted paying customers with ten days of toll free traffic and the promise of a street railway leading from the western end of the bridge up the hill to the business district. Despite the convenience of the bridge, there were many who would rather wait their time and cross the river for free. Within a year or two, a winter flood or a spring freshet washed the bridge away and Dublin was without a bridge. On September 8, 1888, the Court of Ordinary issued an order condemning a strip of land beginning at the foot of Jackson Street and running three hundred feet toward the Savannah Road. For this two acre parcel, which was 83 feet below the W&T R.R. warehouse, Dr. Hightower was paid one thousand dollars.
Judge Duncan obstinately fought for the construction of a steel bridge over the Oconee. With the commitment by the railroad to build a bridge, opponents surrendered to the inevitable passenger bridge. George H. Crafts of Atlanta was hired to build the first permanent bridge, which was completed in the summer of 1891. Judge Duncan lived long enough to see his dream of a bridge over the river completed. That first bridge was located just north of where the current river bridge lies. It featured a pivoting span to accommodate river boats. Within a decade of the completion of the bridge, a serious problem had developed. High winter waters and summer rains made the eastern approach to the bridge impassable. George Crafts was again hired to complete the extension of the bridge to higher ground. When convict laborers under the supervision of architect George C. Thompson failed to complete the project, Redmond and Company was hired to complete the approach to the extension. The total cost of the 1100 foot extension and the five hundred foot approach was more than $33,000.00. Despite the apparent fitness of the bridge, work repairing the causeway continued for at least seven more years.
The support for a new bridge in the months after the end of World War I was much stronger than the first bridge. The Georgia State Highway Commission agreed to appropriate $75,000.00 if the county would agree to furnish an equal amount. The state mandated a new bridge, one which would comply with current Federal military and civilian requirements, in order to place Dublin along the proposed Coast to Coast Highway eventually known as U.S. Highway 80.
High waters hampered the construction when a temporary portion of the work was washed away. River crossings were impeded while travelers were forced to cross at the old ferry for a few months during the high water winter months.
Comments