Waco was a city on the move at the turn of the twentieth century, and its run into modernity was aided by the advent of the interurban electric railway.
Although Waco had other forms of mass transit since the days of the stagecoach, with first mule-hauled and then electrically-powered streetcars, it was the Texas Electric Railway that ultimately inherited the early rights-of-way to do business in the city, though several transit firms vied for traffic in its early days.
Citizen’s Railway Company, formed in 1877, used eighteen mule-drawn cars, and ten electric ones after 1891, to get commuters and shoppers where they needed to go until 1912. Southern Traction Company succeeded it, reconstructing tracks and adding extensions. Additionally, a streetcar company named Huaco Heights leased equipment from Citizen’s Railway Company and operated from 1913 to 1918, servicing the Huaco Heights real estate development.
It took John Frank Strickland, a man of vision and drive, to pull together the diverse elements to craft an efficient system. Strickland traveled to Texas by wagon train in 1878 from his native Alabama. He later went on to create the largest interurban rail system in the Southwest, with more than two hundred miles of track connecting commercial and cultural centers throughout the state.
Working his way up through plowing, cotton ginning, and then the grocery trade, Strickland became involved in electric power generation in Waxahachie in 1892. He later served as president of companies such as Texas Power & Light and Dallas Power & Light, positions he held until his death. Strickland and partners saw construction of interurban railroads as a complementary function of their power companies, and in 1908, a Strickland company began interurban service from Dallas to Sherman.
By 1911, Texas Traction operated seventy-seven miles of track from Dallas and Denison as well as local lines in Sherman, Denison, and McKinney. In 1912, interurban transportation from Dallas to Waxahachie began. The company extended the line to Waco in October of 1913, and absorbed streetcar lines in Waxahachie and Waco.
On New Year’s Day in 1917, Strickland merged Southern Traction Company and Texas Traction Company to create the Texas Electric Railway Company. The rail also served as the right-of-way for the electric power lines. Area drugstores and hotel lobbies sold tickets, offering different rates for children, clergy, and “excursion” groups. As ridership soared and business boomed, Strickland also won a postal contract to transport US mail, and employed a clerk to sort the letters and packages along the way.
The system’s usage peaked around 1920, when some 819,000 passengers rode the rails. The interurban’s decline began during the Great Depression, and the line started taking freight to make up for the loss of passenger revenue. Business rallied again during World War II, when gasoline shortages and rationing of rubber made rail travel more attractive than driving.
But after the war, the lure of private-car ownership and the development of better roads led to the system’s decline. The streetcar operations of Texas Electric Railway were sold to Waco Transit Company in 1946. As part of that sale, the streetcar continued to run from downtown to East Waco along the Texas Electric’s city track. But streetcar service ended when Texas Electric Railway ceased operations on December 31, 1948. Commuter service lasted for another year by the Texas Electric Bus System before being entirely phased out. Within days of the company’s closure, workers began pulling up tracks and taking down copper wire to sell off the assets and liquidate.
Remnants of the interurban railway remain visible in downtown Waco today. Pylons which once supported the interurban bridge as it spanned the Brazos River (noted on the Waco History map) offer a constant reminder of the interurban’s legacy of providing citizens with a convenient and economical means of transportation both throughout the city and the state.
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]]>The Washington Avenue Bridge is a steel, Pennsylvania through truss bridge that spans the Brazos River and connects East Waco to downtown. Before the construction of the Washington Avenue Bridge, the Waco Suspension Bridge, built in 1870, offered the only reliable way for individuals to cross the river. However, by 1900 Waco was a booming city, and another bridge was necessary to lighten the load on the thirty-year old structure.
Construction on the Washington Avenue Bridge began in 1901 and was completed in 1902, with John Wharton Maxey of Houston as the lead architect, and John H. Sparks from St. Joseph, Missouri, as the contracting engineer. Once the bridge was completed in July of 1902, it was tested by sending five vehicles from the city fire department, including engines, hose carts, and wagons, across at varying speeds. At one point they went as fast as if they were traveling to an actual fire. The bridge passed this test and was opened soon after that. At the time, the Washington Avenue Bridge was the sixteenth longest bridge of its type in the United States and the longest Pennsylvania through truss in Texas and the rest of the Southwest.
The bridge was first repaired in 2004 to fix cracks that were found in some of the tension rods. It then underwent a renovation that lasted from 2009 to 2010. During this renovation other cracked parts were repaired and missing pieces were replaced with similar materials. In addition, the bridge was painted black, which a paint analysis had revealed to be its original color. The restoration work replaced less than 5 percent of the original material, and in 2011, the Texas Department of Transportation received an award for Excellence in Restoration of a Structure from the Historic Landmark Preservation Commission of Waco. Today, the Washington Avenue Bridge is still traveled by vehicles and pedestrians, which makes it the oldest and longest Pennsylvania through truss still in use in the United States.
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]]>Bridge Street holds an important legacy of connecting North, South, and East Waco, and serving as a center of community for the city’s many ethnic groups. Known as Main Street during Waco’s early days, this historic street earned its new name after the construction of the Waco Suspension Bridge around 1870. Over time, many of the wooden buildings lining Bridge Street became so dilapidated that the street earned the nickname Rat Row. A fire devastated the street in 1871, and businesses rebuilt using stone, thereby improving the image and stability of Bridge Street.
The majority of the African American community worked in businesses on Bridge Street during the nineteenth century. After the close of the Civil War and the emancipation of slaves, African Americans hired themselves out in Waco in positions according to the skills and experience they possessed. Most worked as laborers and servants, though many worked in positions such as farmers, schoolteachers, and carpenters.
Near the turn of the century, Bridge Street emerged as the center of the minority-owned business community and became a communal gathering point. According to the Waco city directory, African American-owned barbershops emerged on Bridge Street as early as 1877, and several Chinese laundries and a Hispanic grocery store opened in 1892. Over the next decade, the number of minority-owned businesses increased rapidly.
On the weekends, Bridge Street filled with families and citizens from all over Waco. Restaurants, taverns, hotels, and theaters offered entertainment and enjoyment, while doctors, dentists, grocers, tailors, and other business owners met the community’s other needs. Bridge Street also served as the center for several African American newspapers for Waco, including the Waco Messenger.
Tragedy struck Waco, and Bridge Street, in 1953. A tornado tore through downtown, taking one hundred and fourteen lives and destroying many businesses. Several buildings on Bridge Street collapsed, injuring or killing the people within. Businesses closed, leaving the lots vacant for several years. A few, such as the Mecca Drug Store, found the funds to rebuild. The citywide urban renewal project tore down the remaining buildings on Bridge Street in 1968, leaving only City Hall standing.Today, many lament the way in which urban renewal displaced Waco’s minorities through the destruction of Bridge Street. Though the buildings no longer stand, Bridge Street remains an important part of Waco’s history. Not only did it provide a place for Waco’s minorities to engage in commerce in the heart of downtown, but it served as a communal gathering place in which respite from prejudice and segregation could be found in the mid-twentieth century.
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]]>In the years leading up to 1870, the Brazos River proved to be both a blessing and a curse to the city of Waco. During that time, no bridges spanned the eight hundred miles of river flowing through Central Texas, forcing cattle drivers moving up the Chisholm Trail to find shallow fording areas. Waco's shallow banks provided one of these opportune locations, and the Chisholm Trail brought a great deal of trade to the small city. Yet the river also posed a serious transportation issue for merchants and travelers. Although Waco pioneer Shapely Prince Ross ran a ferry for those wishing to cross, the river became impassable for days or even weeks during flood season. It became clear that a better means of crossing the river was necessary, both for locals and those passing through. The close of the Civil War, however, left the city of Waco and McLennan County without funds for such a project. Plans to build a bridge across the Brazos initiated in 1866, when the Texas State Legislature granted a charter for the foundation of a private company, the Waco Bridge Company. The charter provided the Waco Bridge Company a monopoly on transportation across the river for the next twenty-five years, allowing no other bridges to be built within five miles of their bridge. A budget of twenty-five thousand dollars was set for the construction of the bridge, and after much deliberation, the shareholders chose the steel cable suspension bridge design due to its cheapness and ease of transport.
John T. Flint, president of the Waco Bridge Company, hired Thomas M. Griffith, a civil engineer from New York, for the project. Griffith was an accomplished enginner who, early in his career in 1854, built the first bridge spanning the Mississippi River in frontier Minnesota. Griffith arrived in Waco in October 1868 to begin preliminary plans for the bridge. The Roebling Company of Trenton, NJ, was commissioned to provide cables and bridgework. This is the same firm that would later provide materials for the Brooklyn Bridge. After the parts arrived in Waco by oxcart, local labor began to assemble the suspension bridge. The bridge was officially completed and opened to through traffic in 1870. At the time, it was the longest suspension bridge west of the Mississippi River.
The economic benefits of the bridge immediately became visible to the city and surrounding area. In the following decades, Waco became the capital for cotton and cattle in Central Texas, rivaling Dallas in size by the 1900s. Built just at the edge of the business section of the city at First Street and Main Street, the Suspension Bridge stimulated the growth of Waco by providing a steady stream of traffic through the city. The bridge itself also supplied economic revenue. The 1866 charter allowed the Waco Bridge Company to charge a toll as long as the company properly maintained the bridge. The bridge collected enough in tolls in the first year of operation to completely pay off its mortgage. The toll quickly became unpopular, and many began searching for ways to circumvent it. Ultimately, McLennan County bought the Suspension Bridge from the Waco Bridge Company for a sum of $75,000. It was then sold to the city of Waco for one dollar, with the provision that the city would maintain the bridge and eliminate the toll. Many citizens called for the “unsightly bridge” to be removed in 1913. Rather than tear down the historic bridge, the city re-floored it, stuccoed over the red bricks, and replaced its wooden trusses with steel. Over the next century, the bridge underwent renovations several more times and continued to serve vehicular traffic until 1971. By that time, other options for crossing the Brazos River existed, such as the Washington Avenue Bridge and the Herring Avenue Bridge. Today, the bridge serves only pedestrian traffic. It is the centerpiece of Indian Springs Park on the river, and stands as a reminder of Waco’s rich history.
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