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Report Number: FZ/u/A -TFV' f is - 75"- - b
LOOP 390
From U.S. Highway 80 West of Marshall, North and East
To U.S. Highway 59, then East and South to Interstate 20
Southeast of Marshall
HARRISON COUNTY, TEXAS
ADMINISTRATIVE ACTION
DRAFT ENVIRONMENTAL IMPACT STATEMENT
U.S. DEPARTMENT OF TRANSPORTATION
FEDERAL HIGHWAY ADMINISTRATION
and
STATE DEPARTMENT OF HIGHWAYS AND PUBLIC TRANSPORTATION
Submitted pursuant to 42 U.S.C. 4332(2)(C) and 16 U.S.C. 470 (f)
H-t%- 75
Date
Price per copy $4.00
SUMMARY SHEET
DRAFT ENVIRONMENTAL IMPACT STATEMENT
Federal Highway Administration
Administrative Action Environmental Statement
(X) Draft ( ) Final
( ) Section 4(f)
Additional information can be obtained from:
Jim Barr
State Department of Highways
and Public Transportation
11th and Brazos
Austin, Texas 78701
Telephone 512-475-3043
George Nelson
Federal Highway Administration
826 Federal Office Building
Austin, Texas 78701
Telephone 512-397-5988
The proposed action is the construction of grading, structures, base and
surfacing on Loop 390 around Marshall, Texas in Harrison County. The
project begins at U.S. 80 west of Marshall, crosses U.S. 59 north of Mar
shall, and terminates at IH 20 southeast of Marshall. The 11.8 mile pro
ject is on new location. No other federal actions are contemplated in
this statement.
Beneficial impacts of this action include improved transportation and
access to outlying areas and ease of traffic movement east-west in North
Marshall. Adverse effects are displacements of individuals, families
and businesses and commitment of some natural resources.
Major alternatives are (1) build on Route A, the "inner loop" for which
design is complete for portions, and right of way is secured for imple-
mentation of the first increment; (2) Route B, the "outer loop"; (3)
construct no improvement.
Comments will be requested from the following agencies:
Harrison County Commissioners' Court
City of Marshall
East Texas Council of Governments
North East Texas Economic Development District, Inc.
Harrison County Historical Survey Commission
Department of Transportation
Department of Health, Education and Welfare
Department of Housing and Urban Development
U.S. Army Corps of Engineers
U.S. Department of Agriculture
U.S. Department of the Interior
Environmental Protection Agency
Federal Energy Administration
Division of Planning Coordination, Office of the Governor
- 1 -
1. DESCRIPTION OF THE PROPOSED ACTION AND ALTERNATES CONSIDERED, AND THE
SOCIAL, ECONOMIC AND ENVIRONMENTAL CONTEXT
On June 20, 1975, the Texas Highway Department became the State Department
of Highways and Public Transportation and the Texas Highway Commission
became the State Commission of Highways and Public Transportation. For
simplification, the terms "Department" and "Commission" will be used in
this narrative to identify the state transportation department both prior
to and since the above date.
A. Route A for proposed Loop 390 is rural, extending from the inter-
section of State Highway 154 and U.S. Highway 80 west of Marshall
north and east to U.S. Highway 59, then east and south to Interstate High-
way 20 southeast of Marshall. The route is on new location except for
approximately one-half mile of St. Hwy. 154 (from the intersection with
U.S. 80 west of Marshall north to the intersection with Loop 390) which
must be reconstructed. Route A is approximately 11.9 miles in length.
Alternate Route B is the same as Route A from U.S. 80 west of Marshall to
approximately 0.8 mile north of the intersection of St. Hwy. 154 and
Loop 390. At that point, Route B extends farther north approximately 1.2
miles before turning east to U.S. 59, from where it veers southeasterly for
approximately 1.5 miles and rejoins Route A, following Route A southeast to
IH 20. Route B is 13.3 miles in length.
These two alternates are shown on Figure 4, page 51. The alternative of
doing nothing is, of course, always a consideration, but in this case the
need for the proposed construction precludes the serious contemplation of
making no improvement in the existing situation.
Figure 2, page 3, is an area map showing Marshall and Harrison County.
Loop 390 is to be a modern facility providing smooth horizontal curvature
and flat grades.
B. The design contemplated for the proposed facility is basically a
four lane divided highway with grade separations at major intersec-
tions. Opposing traffic lanes will be separated by a depressed sod median
varying in width from 60 feet to 118 feet. The surfaced shoulder on the
median side of the traffic is proposed to be six feet wide. The surfaced
shoulder to the right of traffic is proposed to be 10 feet wide. The two
traffic lanes plus the two shoulders will afford 40 feet of pavement for
traffic in each direction. An area 30 feet wide on each side of the traf-
fic lanes will be cleared of obstructions as a safety or recovery zone.
See Figure 1, page 2, for a typical section. This design is considered
minimum for the anticipated traffic and right of way has been purchased on
a portion of the route. For these reasons, alternate designs are not dis-
cussed in this statement.
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Figure No. 2
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The anticipated average daily traffic (1976) varies from 7200 vehicles
per day west of U.S. 59 to 1700 vehicles per day south of U.S. Highway 80.
Traffic is expected to increase to 12,500 vehicles per day west of U.S.
59 and to 15,000 vehicles per day south of U.S. 80 by the Design Year
(1996). An estimated 11.2% of the average daily traffic will be trucks
(4% of the design hourly volume). More detailed traffic data are given
in Table 1, page 5.
C. Because of the rolling terrain traversed and the modern design of
the facility, right of way varies from a minimum of 260 feet to a
maximum of 750 feet at grade separations, with 300 feet being the predomi-
nant width.
Since Loop 390 is on new location, existing right of way is available only
where the loop crosses an existing facility and on the short segment of
St. Hwy. 154 on the west side of the loop. Seventy-one parcels totaling
98.62 acres of right of way have been purchased at the time of this
writing for initial construction of this project, from U.S. 80 west of
Marshall north and east. Two businesses have been purchased, four frame
residences, one mobile home, and payment made for proximity damages to
another frame residence.
Access to the loop will be unrestricted, but will be regulated in accord-
ance with "Regulations for Access Dirveways to State Highways" as estab-
lished by the Commission and adopted by the City of Marshall.
D. Grade separations are proposed at intersections with major high-
ways and at all railroad crossings. Loop 390 will cross over
St. Hwy. 154, U.S. 80, U.S. 59, and the Texas & Pacific Railway Company's
Marshall-Texarkana line as well as their Dallas-Shreveport line. The
loop will pass under F.M. Road 1998 and St. Hwy. 43. The proposed inter-
changes are designed for crown width bridges. Entrance and exit ramps off
the loop will intersect the crossed roadway near natural ground. Median
openings will be provided for almost all other streets .and county roads
where at-grade intersections are planned, the exceptions being some very
minor streets in a partially developed subdivision. These minor streets
will intersect one-way lanes without median openings. Additional open-
ings are proposed at one-quarter to one-half mile intervals as spacing
needs dictate.
E. Industry in the northern area of Marshall is presently handicapped
by obsolete railroad grade separations and at-grade intersections
with very poor approach grades and poor visibility. All east-west-north
traffic converges toward one intersection and must enter at least the
fringe of the central business district.
This means lost time because of congestion, traffic signals and low capa-
city intersections. Bypassing the business area today would entail
travel on poorly surfaced, narrow, winding county roads with lew operating
speeds and many sight restrictions, if bypassing is possible at all.
- 5 -
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- 6 -
There is no through-street system on the north side of Marshall. Much of
the local support for Loop 390 is a result of the existing difficulty of
moving across the northern half of the city. Any adequate system will
have to cross the Texas & Pacific Railroad lines in two places, east and
north of the city. Established streets connect in such a way that they
would not lend themselves to the development of a continuous through
street system. Because of the maze pattern of streets, the Department
and local government thinking has been directed toward keeping Loop 390
as close to the city as was economically feasible, the idea being to
provide for east-west-north traffic movements and to bypass the central
business district without bypassing the entire community.
The proposed facility is designed to provide a safe high-speed route for
traffic originating in outlying residential areas of Marshall and a rural
route for traffic not desiring to enter the central business district.
This will help eliminate existing congestion in the business section and
will also provide access to land adjoining the loop.
F. Through an urban planning grant from the Housing and Home Finance
Agency under the provision of Section 701 of the Housing Act of
1954, a comprehensive plan for the growth and development of Marshall and
vicinity was prepared by Homer A. Hunter Associates, a consulting engi-
neering firm employed by the City of Marshall. The four-part plan con-
tained a history of the community, a physical description of the area, a
detailed study of economic and social factors in the future, and a plan
for the orderly development and continued growth of Marshall. The volumes
containing the study results and plan were published in 1960, 1961 and 1962.
The Plan of Highway Development - Marshall was an overall study of existing
and proposed facilities for Marshall prepared by the Department at the
request of the City of Marshall and the Commissioners' Court of Harrison
County. This plan, published in 1961, proposed a "belt loop" around
Marshall in the approximate location of Loop 390. This highway and others
in the brochure were incorporated into and played a significant role in
the long-range plan recommended by Homer Hunter Associates.
Air quality and noise studies have been in progress for some time and,
along with traffic studies, are updated from time to time so as to be
current. Archaeological and other environmental stuides are also kept
current. The results of all of these studies are detailed in other sec-
tions of this statement.
A county plan of transportation, including the City of Marshall along with
the Cities of Hallsville and Waskom, has been published. This plan is a
joint effort of the cities and the Department and is based, in part, upon
the presumption that Loop 390 will be constructed generally along Route A.
The first volume of this plan, Traffic Studies , was published in 1973.
The second, Harrison County Transportation Plan for Development , was pub-
lished in 1975.
- 7 -
G. Beginning in October 1957, a study of highway needs in the vicinity
of Marshall was conducted by the Department at the request of
Harrison County and City of Marshall officials. In early 1961, the results
were published in brochure form and distributed to local officials and
citizens. The brochure, Plan of Highway Development - Marshall , was dis-
tributed in August of 1961. The Marshall loop system, with the alternate
"outer route", was a part of the suggested plan. Marshall City officials
and the Harrison County Commissioners' Court passed resulutions approving
the plan on June 28, 1962 and August 13, 1962 respectively.
Detailed study for loop location was authorized by Commission Minute Order
No. 52794 on June 28, 1963. Since the "inner" loop route was heavily
favored by both city and county officials, a suitable location closely fol-
lowing that shown in the published plan was selected. With the route ten-
tatively approved, advertisements for a public hearing were placed in local
newspapers. As no hearing was requested, none was held; and the Federal
Highway Administration (then Bureau of Public Roads) in December 1963 gave
what at that time constituted approval of the entire route as recommended
from U.S. 80 west of Marshall to Interstate Highway 20 southeast of the
city.
An opportunity for a public hearing on the route and design of the Loop
390 section east of U.S. 59, east and southeast to U.S. Hwy. 80 east of
Marshall was offered through local news media in February 1969. Although
much interest was stimulated, no request for a public hearing was received,
and the Federal Highway Administration in May 1969 gave what at that time
constituted approval of the route and design.
The District Engineer of the Department then decided to hold a design
public hearing on the section west of U.S. 59, although none was requested.
On October 29, 1969, a public hearing on the geometric design.of the loop
from U.S. 80 west of Marshall, north and east to U.S. 59 was held. Present
at the hearing were local county and city officials, chamber of commerce
representatives, interested citizens and affected landowners. The geo-
metric design proposed at the hearing and described above was endorsed on
January 13, 1970.
As a result of the National Environmental Policy Act of 1969 and subse-
quent guidelines, environmental re-evaluations were necessary on two seg-
ments of the proposed loop. In May 1971 environmental re-evaluations were
completed on the portion of the loop from St. Hwy. 154 north and east to
U.S. 59 north of Marshall and on the portion from U.S. 59 north of Marshall
east and southeast to U.S. Hwy. 80 east of Marshall.
Complying with further interpretations and guidelines relative to the
National Environmental Policy Act of 1969, a negative environmental declara-
tion was prepared on the section of the proposed loop from St. Hwy. 154 to
Farm Road 1997, and this study was later expanded to extend the limits cov-
ered from U.S. 80 west of Marshall north and east to U.S. 59 north of
- 8 -
Marshall. Federal action on these two negative environmental declarations
was refused, and the current submission is prepared to provide a more com-
plete review of the environmental studies which have been in progress
since 1957.
In addition to the public hearings offered and held, there have been many
meetings on the local and state levels, and combined local-state level
meetings, to insure complete coordination of the desires of local officials
and citizens with the engineering factors considered necessary and feasible.
Various federal agencies have been consulted.
On June 14, 1974, the District and Resident Engineering personnel, along
with the District Environmental Coordinator, met with officials of the City,
Harrison County, the Harrison County Historical Society, the Harrison
County Historical Survey Committee, the County Conservation Society, the
Harrison County Museum, the Chamber of Commerce, East Texas Baptist College,
local industry and business, representatives of the press and air news
media, and individual property owners whose property lies on Route A. The
concensus expressed at this meeting was that the project is badly needed
and that further delay in implementing construction is economically detri-
mental to the area and an impediment to traffic mobility and safety.
On October 1, 1974, a delegation of citizens and officials from the City
of Marshall met with Department Design Division representatives in the
Texas Lieutenant Governor's committee room. Loop 390 was discussed at
length, and the state was urged to move the project to construction.
In August 1970 Harrison County initiated right of way negotiations and
acquired the first parcel needed for the construction of the first increment
of the loop. Although right of way negotiations have now been stopped,
Harrison County has acquired 71 parcels of right of way, amounting to almost
99 acres, at a cost of $213,510 for land and improvements such as resi-
dences and businesses. Most of the utility adjustments on the section of
Loop 390 from U.S. 80 to Farm Road 1997 have been completed, at a cost of
$20,600 to Harrison County. In addition, right of way fencing on the
above section, and more, has been completed at a cost of $7,300.
The Department's Relocation Assistance Program was followed closely behind
county negotiations where property owners were eligible for benefits. The
state has expended $18,400 (at this time) in relocation assistance. Con-
struction plans for the first section of the loop, from just south of the
intersection with St. Hwy. 154 to Farm Road 1997, approximately 1.4 miles,
have been completed.
Extended and extensive archaeological investigations and studies have been
in progress on the site of a Civil War Powder Mill site since the Spring
of 1971. Loop 390 passes through this site, and a discussion is included
in Section III.C. under "Measures to Avoid or Reduce Adverse Impact" and
in an "Outline of Mitigating Measures" contained in the Memorandum of
Agreement in the Appendix (referred to further below). A report on the
site was submitted to the Texas Historical Commission. A copy of this
- 9 -
report may be obtained from either the District office in Atlanta or the
Austin office of the Department. The Federal Highway Administration has
furnished the Council on Historic Preservation a report on the site, and
the Memorandum of Agreement initiated by the Advisory Council on Historic
Preservation and executed by all necessary parties thereto is also filed
in the Appendix to this statement.
Local support for the project has grown in strength and enthusiasm with
the passing years. Local preference for Route A is overwhelming and has
been expressed numerous times, both by official local government action
and by individual supporters.
H. The loop traverses a rolling terrain in the East Texas Timberlands
region of the Southern Coastal Plain. Regional location, as
cited earlier, is shown in map form on Figure 2, page 3.
I. Although the actual acreage inside right of way will be lost to
the County as revenue, the increased evaluation of property near
the modern highway will more than offset this small loss in funds. Sub-
divisions, capitalizing upon the rural atmosphere, with its improved
access to the central business district, can be expected to develop along
the route. The loop will also make available possible industrial sites
where it crosses the Texas & Pacific trunk lines north and east of town.
These would provide additional revenues and employment.
The labor and material in project construction and subsequent development
would be supplied at least in part on a local level. This additional
income, recirculated numerous times through the surrounding area, would
be a boost to the regional economy.
J. The loop, as it swings eastward, passes through the site of what
was once a Confederal powder mill. The mill, which supplied
munitions to the Trans-Mississippi C.S.A., was one of only two fortified
installations in Texas. Every effort has been made to avoid unnecessary
disturbance of this site, as detailed in Section III, Subsection C.
Other features determining proposed alignment are two lakes, Sue Belle
and Campfire. Loop 390 slips between these private lakes as it bends
to avoid disturbing a subdivision, a privately owned recreational facility
and an industrial complex. The privately owned recreation center is just
south of the proposed location, and the highway touches the north shore
of Campfire Lake as it approaches a grade separation over the Texas &
Pacific Railway's Texarkana-Marshall line. The lake is overgrown with
brush and is polluted by industrial operations. The owners have indicated
a desire to have it drained and cleaned.
- 10 -
Snider Lumber Company, north of the loop, is quite extensive and is re-
portedly expanding to the east. Sue Belle Lake, unaffected by construe-
tion, is on a homesite vacant for some time, now owned by Snider Lumber
Company, and is a part of the company's industrial site. Loop 390, when
constructed, will act as a buffer zone between this industrial site and
the Campfire property.
No schools, other landmarks, cultural or scenic areas are to be involved
in the proposed construction.
Roads involved or crossed include U.S. 80 (east and west), St. Hwy. 154,
U.S. 59, Farm Roads 449,1997 and 1998, and Interstate Highway 30, the
Texas and Pacific Railroad (north and east) and six county roads.
K. The area traversed is predominantly rural. The areas not
described in the preceding section are either undeveloped or in
pasture where they are not agrucultural. Agricultural development is
predominant. The primary residential areas are strip developments along
the major crossorads, a subdivision developing slowly on the northwest
side of Marshall, and a small development on the west side of U.S. 59.
The residences are single family units. Development has been slow, and
no rapid increase is anticipated.
L. A vicinity map is included as Figure 4, page 51, showing the fea-
tures discussed with relation to the proposed construction.
Figure 3 is a map titled "Environs of Marshall, Texas" secured from the
National Archives and Records Service Cartographic Division, on page 36.
M. Area firefighting equipment will gain access to outlying timber
and grasslands to provide additional fire protection to these
rural areas after the completion of construction. Likewise, local law
enforcement, ambulance and other emergency services will enjoy a greater
mobility in these areas. Loop 390 completed will be available for school
and mail routes. The loop will also augment mass evacuation in time of
national emergency and aid in the national defense by serving in conjunc-
tion with U.S. 80 as an alternate to IH 20.
N. Loop 390, passing through the rolling terrain of timber and
pasture, will unfold a panorama of what is typical East Texas to
be viewed and appreciated by the traveling public. The entire right of
way not under pavement will present a carpet of natural grasses, and all
slopes and ditches will be rounded to blend into natural terrain. Those
trees outside the safety distance and not interfering with maintenance
operations will be preserved. The enviable beauty of East Texas will be
a pleasant bonus to the fast, safe and efficient travel provided by the
proposed facility.
Numerous utility companies locate various lines, cables, pipes, etc.
inside state right of way, resulting in a multiple use of space and
avoidance of encroachment on additional natural environment.
- 11 -
II. LAND USE PLANNING
Loop 390 is located outside of the incorporated limits of Marshall, except
for 400 feet inside the northwest corner, and is therefore generally not
governed by city zoning laws. The City does, however, regulate subdivision
activity inside a two-mile sphere of influence, and Loop 390 comes under
this jurisdiction.
Loop 390 is a part of a planned highway system in and around Marshall. It
was recommended in the Homer Hunter Associates comprehensive plan previ-
ously discussed. Part 2 of this plan, entitled "Lnad Use", is a report
giving the community's existing land use, zoning ordinance, zoning district
map, proposed amendments, and future land use plan. Loop 390 is consistent
with proposed land use policy.
- 12 -
III. PROBABLE IMPACT OF THE PROPOSED ACTION ON THE ENVIRONMENT
A. Secondary Impacts
No major change in existing culture or land usage is anticipated.
The usual commercial strip development is expected along sections
of highway frontage. This type of development may be expected to
follow general trends and concentrate initially near the major
highway intersections and possibly some of the more heavily trav-
eled county roads. Continuous development along the highway front-
age will probably take many years, if it occurs at all.
There will also be residential development stimulated by this new
highway facility. The preponderance of this type of development
will result from individuals seeking a rural atmosphere with good
access to highways. A number of subdivisions, both inside and out-
side the city, have much room for development and are actively adver-
tising potential homesites.
In addition, attractive industrial sites will be available near the
railroad and highway facilities. Many forecasts indicate a slow
growth rate for Marshall, however, and change will likely evolve
over long periods of time.
The present agrarian culture, with small farms, pasture and volun-
teer growth forests composing the majority of land usage, will
almost assuredly remain for quite some time.
B. Direct Impacts
1. Natural, Ecological, Cultural or Scenic Resources impacts
There should be no potential for controversy on environmen-
tal grounds as a result of this project. Any temporary
detrimental effects on natural ecology should have no permanent
effect on the overall environment. Construction will not interfere
with important breeding, nesting, or feeding grounds. It will not
substantially alter the pattern of behavior of any species, nor will
it cause a disturbance in the ecological relationships between land
and water with wildlife and fish.
Harrison County occupies a portion of the Gulf Coastal Plains, which
is comprised of unconsolidated sands and clays. Countywide, the
predominant soil type is Kirvin-Bowie fine sandy loams. The proposed
project passes through several geological formations. The west end
of the project lies in the Reklaw formation of the Claiborne Group.
Traveling east, the route passes through an outcrop of the Carrizo
- 13 -
formation between St. Hwy. 43 and Farm Road 1998 and then remains
in the Wilcox Group to the terminus at IH 20. All of these forma-
tions are Tertiary Eocene deposits composed of sands, sand-clays,
clays and shaly clays. The upland topography varies from slightly
rolling to hilly, elevations varying from 150 feet to 450 feet
above sea level. Drainage basins of the streams are fan shaped and
gradually narrow as they approach the large streams.
Approximately 545 acres will be involved in proposed right of way
acquisition. An estimated 292 acres is presently in various stages
of pasture improvement, 160 acres is in native growth and timber, and
the remaining 93 acres is either homesites, retail or commercial pro-
perty, or crossing existing highway right of way. Approximately 18%
of the proposed right of way is already acquired and cleared of
improvements. No involved land is being cultivated commercially nor
is any apparent planned forestry program in progress. The acreage
lost as a natural habitat for wildlife is negligible when compared
to the surrounding area similar in nature that is still available.
Longstanding land usage has already removed most of the acreage
involved from its primitive state, causing adjustment in the behavior
of wildlife to have been made.
The native timber and grasslands of East Texas provide shelter for
a multitude of flora and fauna. The major timber species are lob-
lolly, shortleaf, longleaf, and slash pines interspersed with hard-
woods such as oaks, hickory, and maple. The primary forage plants
include species of bluestems, panicums, paspalums, lovegrasses, and
others. Threeawns, natural grasses, weeds, and shrubbery woods per-
sist as invaders. Two plants on the endangered list, spiderlily and
sweetwilliam phlox, were pointed out as probably being inside the
proposed right of way. They were mentioned, according to the Soil
Conservation agent, only because they are so abundant in this area
that they could hardly be endangered. Another species, black oak,
has been spotted outside the project area, but not in the project
area proper.
The wildlife present are typical of the biotic communities which
dwell in this habitat. Three endangered species of animal life are
listed as having habitat in the Piney Woods of East Texas. These are
the Red-cockaded Woodpecker, American Bald Eagle, and the Red Wolf.
Consultations with personnel from the local Soil Conservation Service,
Texas Parks and Wildlife Department, and the Texas Forestry Service
revealed no known sightings of any of these in the vicinity of the
proposed project.
No major streams are crossed by proposed loop construction. Eight
Mile Creek, a small tributary of the Sabine River, is the most sig-
- 14 -
nificant stream crossing and the only one requiring a bridge-type facility.
Eight Mile Creek, constantly twisting and turning with many sloughs and
old beds, is typical of the smaller streams in East Texas. Flow in the
dry months is confined to a narrow channel with occasional pot holes and
little movement. In wet months, the flow is rapid and often to the top of
the banks or outside its banks for short periods of time. A flood expected
to occur every 50 years or one having a two per cent chance of occurring in
any given year, referred to as a 50 year frequency, would produce a dis-
charge estimated at 9,000 cubic feet per second. The proposed bridge
structure is of concrete girder construction with four 40-foot spans.
Approximately 300 to 400 feet of the existing channel will be rerouted
through an adequately sized new channel.
The hydraulic design practices for this project will be in accordance with
current Department and FHWA design policies and standards. Where this
highway encroaches on a floodplain, the proposed highway facility will be
designed to avoid inundation of the roadway by floods having recurrence
intervals of at least 50 years. Highway encroachments on floodplains will
also be analysed to determine any effects caused by the proposed facility
should a 100 year flood occur. The highway facility will permit the convey-
ance of the 100 year flood, inundation of the roadway being acceptable,
without causing significant damage to the highway, stream or other property.
The waters of Eight Mile Creek undoubtedly support the ecology usually
associated with such streams. Although siltation will likely occur within
the project limits, it will be localized and protective measures will be
taken to reduce harmful effects. It is anticipated that proposed construe-
tion will not substantially alter the existing ecology or significantly
reduce the stream's capability to support life.
The only historic property which will be affected by the proposed action
is the previously mentioned Civil War Powder Mill site, which is discussed
under Section III.C., Measures to Avoid or Reduce the Adverse Impact.
2. Relocation of Individuals and Families Impacts.
The Department has established and maintains a Relocation Assistance
Program as a service to relocatees, in conformance with the require-
ments of both federal and state laws. This program is available to tenants
and owners, to individuals, families, businesses, farmers, ranchers and
nonprofit organizations. Eligible relocatees may receive payment for moving,
based on a moving expense schedule or on actual reasonable expenses incurred
if employing a commercial mover. The relocatee has the option of choosing
the method he prefers and will be eligible for this payment even if existing
housing is retained to be moved back onto remaining property.
The prerequisite for qualifying a relocatee for a replacement housing pay-
ment is the lawful, physical occupancy of a decent, safe and sanitary
replacement unit. Replacement dwelling units, in addition to being decent,
safe and sanitary, must also be within the financial means of the reloca-
tees, and replacement housing payments are determined by the;amount neces-
- 15 -
sary to purchase a dwelling unit comparable to existing accommodations.
Other payments are available to the relocatee for mortgage interest rate
differentials if property purchased for right of way is mortgaged, and
for payment of closing costs incidental to the purchase of a replacement
unit. Appeal procedures are provided if the relocatee has been denied
relocation payments he believes he should have received or is dissatisfied
with the offer made to him.
Once a project has been approved, each relocatee is personally interviewed
by a Department Relocation Assistance Officer, at which time his individual
problems and maximum eligibility for relocation payments are discussed.
Each relocatee is furnished a copy of the Department's booklet Relocation
Assistance Program which outlines all of the benefits and services avail-
able to him, and gives him the address and telephone number of his local
relocation office and the name of the officer in charge.
For each project developed by the Department, an individual relocation
plan is formulated to comply with all of the policies defined in the
Relocation Program, and this procedure applies to Loop 390.
The proposed action on Loop 390 will possibly displace as many as 57 single
family residences, five businesses, and a church, and will involve approxi-
mately 171 persons. Thirty-five of the 57 displaced residences are mobile
homes, with the majority of these presently renting space in two mobile
home parking facilities. One trailer facility, located on U.S. 59, rents
space to three homes, while a larger mobile home facility, located on
U.S. 80 west of Marshall, will have 31 homes affected. The other mobile
home is located on a small privately owned homesite.
Of the remaining 22 residences, 18 are of frame construction and four are
brick veneer. The majority of the frame homes are well kept, but at least
four of these residences are substandard. One is abandoned. Two of the
brick homes are fairly new and well kept; one is a smaller and older struc-
ture, but neatly kept. The fourth has been completed for approximately one
year.
In addition to the two mobile home parking facilities mentioned, a small
service station-grocery, a part-time welding shop, and a ranching operation
are involved in right of way proceedings. One frame residence serving
temporarily as a church will need relocating. Also, various isolated
barns, sheds, storage buildings and utility buildings are within proposed
right of way limits.
- 16 -
Nine minority-group residences are to be displaced by the proposed
loop construction. Four of these minority residences are located in
a subdivision touched by loop construction. Three are of frame con-
struction and could easily be relocated on vacant lots near present
locations (if the occupants should desire to do so), although two of
these homes are in extremely poor condition and below standard
housing. The fourth minority home in this same subidivsion is a
recently completed brick veneer. The owner proceeded with construe-
tion knowing the loop would be requiring right of way through this
area and possibly involving his particular lot. Many vacant lots
are available nearby, offering possible rebuilding sites. The other
five minority residences are grouped along a county road near IH 20.
Four are of frame construction and one is a mobile home being rented.
One of the frame structures is substandard. One and possibly two of
these will not have property remainders sufficiently large to allow
existing buildings to be set back. Approximately 30 individuals
belonging to minorities will be involved.
Of the 49 non-minority residences involved, 34 are mobile homes. A
housing survey indicates four parks within a two mile radius of the
project with sufficient vacancies to house all displaced mobile
homes.
Ten of the 15 property remainders can accommodate either new homes
or allow existing ones to be set back, if the occupants so desire,
leaving only five to be relocated on relatively new sites.
The proposed route also involves five businesses. Both mobile home
parks own sufficient property adjoining present sites to move exis-
ting facilities. The small welding shop is a part-time operation.
The sideline business is extremely small and not a primary source of
income to the family. The present facilities are rented but could
be relocated on adjoining property. A small rural service station-
grocery fronting St. Hwy. 43 will need relocating,, and a small cattle
farm, approximately 60 acres along a county road, will be severely
damaged. Neither business will have remainders sufficient for
present operations.
The one church involved, located on U.S. 80 east of Marshall, was
formerly a single family residence in which weekly services of the
East Side Church of Christ are now held. The residence has been
remodeled to some degree by the removal of inside walls and the
installation of a sign on the roof. The use of a residence indi-
cates the temproary status of this location; however, the parcel
remainder would allow the construction of a church building, should
this site be desirable. Right of way negotiations on this parcel
will be quite some time in the future, and use of this residence as
a church can continue until a more suitable facility is available.
- 17 -
The above information was obtained by field inspection and conversa-
tions with a cross section of potential displacees. A study indi-
cates there is sufficient replacement housing available on the
market for either purchase or rent. Available housing is in the
various categories that will meet the needs of the occupants of the
displaced units. Comparable housing will be available without
regard to race, color, religion, or nationality, meeting decent,
safe and sanitary standards, at a cost within the financial means of
the displacees. Available housing listings are maintained by the
Department and are periodically updated.
3. Social Impact
The social impact of loop construction is lessened because
of the rural area traversed and the relatively few displace-
ments involved. No schools, nursing homes, public recreational
centers, parks, cultural or social centers are displaced. Most
single family residences displaced can relocate on remainders. The
three minority families now residing in substandard housing will be
provided homes meeting the prescribed standards and should benefit
from relocation assistance.
No public commercial transportation other than taxi service is
available along the selected route. Travel is confined mainly to
private vehicles and should be greatly improved after loop construe-
tion. The possibility of there being non-drivers or handicapped
persons along the route exists; however, they must presently use
taxi service or make other arrangements with neighbors, family, etc.
and should be able to continue so doing after and during the con-
struction of the project. Currently no hiking or bicycling trails
exist or are planned along the route.
4. Air Quality Impacts
Reliable air quality data for motor vehicle related pollut
ants is limited for this area. Information assembled to
date from review of literature and air quality measurements made in
Texas by the Air Control Board, local air pollution control dis-
tricts, and the Highway Department indicate background levels of
less than one part per million in rural areas and between zero and
two parts per million in small Texas cities such as Marshall for
carbon monoxide. Since both Alternate A and.Alternate B are on
new location, no existing auto related pollutant other than basic
background is encountered at this time. All related traffic data
are presented in Table 1, page 5.
Total pollutant load values are given in Tables 2 and 3 in Tons/Year.
- 18 -
These values were based on projected traffic volumes for the estimated
time of completion (1976), estimated time of completion plus two years
(1978), and estimated time of completion plus 20 years (1996) for both
Route A and Route B. At the estimated time of completion (1976) the
carbon monoxide (CO) values would be 307 Tons/Year, in 1978 CO values
would be 261 Tons/Year, and for 1996, 220 Tons/Year on Route A. Cor-
responding figures along Route B are 345 Tons/Year in 1976, 293 Tons/Year
in 1978, and 247 Tons/Year in 1996. The values for hydrocarbons (HC)
along Route A are anticipated to be 78 Tons/Year in 1976, 48 Tons/Year
in 1978, and 45 Tons/Year in 1996. They increase to 88 Tons/Year, 54
Tons/Year, and 50 Tons/Year in 1976, 1978, and 1996 respectively on
Route B, the "outer" alternate route. The "no-build" alternate would
result in no pollutant load along the proposed route, although a cor-
responding increase along existing highways would result through
utilization of these facilities instead of the proposed loop.
At the present time, there are no standards available to compare
pollutant load values; however, Route A, being shorter, would have
fewer values than the longer alternate Route B. It is also believed
that the proposed improvement, when constructed, would remove traffic
from the congested central business district of Marshall. This would
lower the pollutant load and CO concentrations along U.S. 80 (Grand
Avenue).
The area climate is humid, sub-tropical with warm summers. Abundant
rainfall, averaging 46.50 inches annually, is evenly distributed
throughout the year. Prevailing winds are northeasterly during the
fall and winter months and south-southwesterly during the spring and
summer seasons. The Gulf of Mexico plays a dominant role in the
climate of this area during the spring and summer months, while modi-
fied polar air masses contribute significantly to the fall and winter
climate. (The above data were furnished from the U.S. Department of
Commerce Envrionmental Science Services Administration Climatolotical
Summary .)
The proposed project is within Air Quality Region 12 and is in
Category 3 (within national ambient air quality standards at this
time). Stability Class D is most frequent for this area. The asso-
ciated wind direction is from the south approximately 46.1 percent of
the time with an associated wind speed of 12.3 miles per hour, based
on meteorological data from the Shreveport Weather Station. Calcu-
lations reported in Tables 2 and 3 were based on worst possible condi-
tions (Stability Class F and wind speed of 1.0 meter/second). No
data are available as to the actual percent of time that these worst
conditions would occur; however, it is believed they would exist for
only a small percentage of the time.
- 19 -
TABLE 2
ROUTE A
.AIR QUALITY ANALYSIS
SUMMARY
Condition
*
Observation
Data
***
Pollution
Concentration
Ambient Air
Standards
Pollution Load
for Year
Mg/m 3
CO
ppni **
CO
Mg/m 3
CO
ppm
CO
Tons / Year
CO
1IC
Existing Roadway
and Traffic
1974
N/A*
N/A
N/A
40.0
35.0
N/A
N/A
Projected Traffic
at Design Year
with no improve-
ments
1996
N/A
N/A
N/A
40.0
35.0
N/A
N/A
Projected Traffic
at Estimated Time
of Completion and
Proposed Improve-
ments
1976 (ETC)
Loop 390/SH 154
.3-5
3.1
40.0
35.0
307
78
Loop 390/US 59
4.3
3.8
Loop 390/SH 43
2-9
2.5
Loop 390/US 80
2-9
2.5
Loop 390/IH 20
3.4
3.0
Projected traffic
at Estimated Time
of Completion plus
Two Years and Pro--
posed Improvements
1978 (ETC + 2)
Loop 390/SH 154
3.3
2.9
40.0
35.0
261
48
Loop 390/US 59
3.9
3.4
Loop 390/SH 43
2.7
2.4
Loop 390/US 80
2.7
2.4
Loop 390/IH 20
3.2
2.8
Projected .raffic
at Design \o:
with L..pn .;ments
1996 (ETC + 20)
Loop 390/SH 154
2.7
2.4
40.0
35.0
220
45
Loop 390/US 59
3.1
2.7
Loop 390/SH 43
2.6
2.3
Loop 390/US-80
2.6
2.3
Loop 390/IH 20
3.0
2.6
i
i
*NOTE: Not Applicable - New location
**N0TE: Includes 2.0 ppm CO Background
***NOTE: Pollution concentrations calculated at downwind right of way line
* NOTE: See Table 1 for additional data.
- 20 -
TABLE 3
ROUTE B
AIR QUALITY ANALYSIS
SUMMARY
Condition
r
Observation
Data
*** Pollution
Concentration
Ambient Air
Standards
Pollution Load
for Year
Mg/m 3 ! ppm**
Mg/m 3
CO
DDin
CO
Tons / Year
CO
CO
CO
1IC
Existing Roadway
and Traffic
1974
N/A*
N/A
N/A
40.0
35.0
N/A
N/A
Projected Traffic
at Design Year
with no improve-
ments
1996
N/A
N/A
N/A
40.0
35.0
N/A
N/A
Projected Traffic
at Estimated Time
of Completion and
Proposed Improve-
ments
1976 (ETC)
Loop 390/SH 154
3.5
3.1
40.0
35.0
345
88
Loop 390/US 59
'4P3
3.8
Loop 390/SH 43
2.9
2.5
Loop 390/US 80
2.. 9
2.5
Loop 390/IH 20
3.4
3.0
Projected traffic
at Estimated Time
of Completion plus
Two Years and Pro--
posed Improvements
1978 (ETC + 2)
Loop 390/SH 154
3.3
2.9
40.0 -
35.0
293
54
Loop 390/US 59
4.0
3.5
Loop 390/SH 43
2 .7
2.4
Loop 390/US 80
2 .7
2.4
Loop 390/IH 20
3.2
2.8
Proj ected .raffic
at Design "ear
with Impro" em eats
1996 (ETC + 20)
Loop 390/SH 154
2.7
2.4
40.0
35.0
247
50
Loop 390/US 59
-3,1
2.7
Loop 390/SH 43
2,6
2.3
Loop 390/US"80
2.6
2.3
Loop 390/IH 20
3.0
2.6
*NOTE: Not Applicable - New Location
**N0TE: Includes 2.0 ppm CO Background
***N0TE: Pollution Concentration calculated at downwind right of way line
*N0TE: See Table 1 for additional data
- 21 -
It was anticipated that the critical areas for pollution, since
there were no adverse effects due to topography, meteorology, or
design criteria (see Figure 1 page 2 and preceding discussion),
would be at the intersection of the proposed improvement with the
major crossroads. A combined volume of both highways and a speed
of 55 miles per hour was used to determine the worst possible
levels of pollution concentration at the right of way for each of
the intersections previously mentioned. These values are given in
Table 2 for Route A and Table 3 for the alternate Route B. e
In both routes, the critical concentration values of carbon monoxide
was at the intersection of Loop 390 with U.S. 59. A combined volume
of 16,200 vehicles per day was projected for 1976 and 28,300
vehicles per day in 1996 *
As seen in Tables 2 and 3, the maximum one hour concentration of
carbon monoxide pollution expected to occur on Routes A and B is 4.3
milligrams/meter^ in 1976. This value is reduced to 3.1 milligrams
per meter 3 by 1996. The ambient air standard for CO is 40 milli-
grams per meter 3 . The estimated background pollution for CO is 2.0
parts per million. This would indicate a maximum of 3.8 ppm CO in
1976 and 2.7 ppm CO in 1996 at this location. These figures are well
below the standard of 35.0 ppm CO.
The traffic generated by the proposed improvement along Routes A
and B and the subsequent associated pollution will have little
impact on ambient air quality. The downtown area of Marshall,
where emission values are high due to slow speeds and deceleration,
should benefit from the diversion of traffic to this higher speed,
grade-separated facility.
Anticipated pollutant loads as shown in Tables 2 and 3 are so small
that analyses by peak and off-peak periods are considered impracti-
cal. Peak hour volumes were used in making the air quality calcula-
tions.
No hospitals, rest homes, or schools are located within one-half
mile of either Route A or Route B. No adverse effect should be
experienced by any sensitive receptor as a result of the proposed
improvement.
The proposed project is primarily rural in n&rure and no siginificant
point source of pollution is near. Route A passes near the
Snider Bros. Lumber Company, an extensive sawmill and by-product
industry. The Texas Air Pollution Control Implementation Plan,
February 15, 1974, states for Region 12, "All known industries in
- 22 -
the region were in compliance with existing regulations when opera-
tions began." It is not anticipated that point sources will appre-
ciably influence expected pollutant levels in the area.
As indicated from the calculations made, Route A will result in the
least amount of air pollution for the Marshall area. Route B would
be more of a by-pass facility for through traffic and would not
alleviate the downtown congestion and pollution resulting from
local traffic as effectively as the proposed "inner" route. The
no-build alternate would provide no pollution along the alternate
routes but would result in increased pollution along existing streets
from traffic that would utilizd the loop if constructed.
It is expected that some temporary dust pollution of the air will
be experienced during construction; however, dust on unsurfaced haul
roads will be held to a minimum by sprinkling.
Construction procedures for earth fills require the use of water for
obtaining compaction, which has a secondary effect of reducing dust.
The contractor will be reminded that if he disposes of cleared timber
or brush by burning he will be expected to do so in accordance with
the Texas Air Control Board's Regulation I, Rule 101.
The construction, operation and maintenance of the proposed project
will be consistent with the State Implementation Plan. Studies sum-
marized herein indicate that national standards established for
major air pollutants will not be exceeded because of implementation
of this project, either during construction or after completion.
City growth and land use are not expected to have a significant
effect on total pollutants in the area.
In summary, studies indicate that air pollution from the vehicles
themselves should not be a problem. The use of higher design stan-
dards on the proposed project will enable vehicles to maintain a
higher and more consistent speed, which results in reduced hydrocar-
bon and carbon monoxide emission. There are no known planned
features in the area that should tend to cause an increase in
traffic above the normally increasing trend. Although the normal
increase in traffic may tend to increase vehicular emissions, the
also normal replacement of older vehicles with newer models and
their improved emission control devices combined with the higher
travel speeds should in the long term reduce the air pollution from
motor vehicles. This is shown in both the tables.
- 23 -
5. Sound generated by automotive traffic is one of the environmental
impacts of a highway. Traffic generated sound cannot be totally
eliminated; however, its environmental consequences can be minimized by
design features that reduce stop and go conditions in addition to using
relatively flat gradients on which vehicles will operate. These design
features are to be incorporated into the proposed project.
A comprehensive sound level investigation was made to determine the
existing ambient sound levels and also the estimated sound levels at sev-
eral sound sensitive locations as shown in Table 4 and Table 5. On-site
measurements were made to determine existing ambient sound levels. Fur-
thermore, estimated sound levels for the design year (1996) were calcu-
lated at these locations and the results compared to the design level
values given in PPM 90-2. Results of these calculations and comparisons,
as well as existing ambient levels, are given in Table 4 and Table 5.
A complete assessment of the noise impact of the proposed project can be
determined by examination of Table 4, Table 5 and Chart No. 1. It can be
seen that significant noise impacts will occur at points No. 9, 10 and 11
on Route B and at point No. 7 on both Route A and Route B. The noise
impact at points No. 7, 9 and 11 occur at existing low volume county
roads where construction of the proposed facility causes a significant
increase in traffic volume. The noise impact at point No. 10 occurs at
U.S. Highway 59 where the proximity of the proposed improvement causes
an increase of 12 dBA. It is noted that of the locations studied a sig-
nificant noise impact is indicated at four locations on Route B and at
only one location on Route A. It can also be seen from examination of
Table 4 and Table 5 that there are several locations on both Route A and
Route B where the noise impact of the proposed project will be very small
(between 0 dBA and 3 dBA increase above existing ambient noise levels).
An assessment of the noise impacts indicated in Table 4 and Table 5 can
be made from the estimation that a 10 dBA change in sound level is judged
by most people as a doubling or a halving of the loudness of the sound.
Chart No. 1 of this report shows typical sound levels in order that the
magnitude of ambient and predicted sound levels can be computed with
commonly known sound levels.
It can be seen from Table 4 and Table 5 that both Route A and Route B
have estimated design year sound levels greater than those recommended
in PPM 90-2 for Category B land use. Furthermore, it has been pointed
out that there are locations studied which will experience a noise impact
of significant magnitude. All locations studied were Category B (resi-
dences and one church). Since design noise levels will be exceeded in
the design year, and because at some locations a significant noise impact
will occur, noise abatement measures for this project were considered for
both Route A and Route B.
- 24 -
TABLE 4
SOUND LEVEL EVALUATION OF SOUND CRITICAL AREAS
POINT
DISTANCE*
LAND USE
CONDITION
WINDOW
CONDITION
ESTIMATED
SOUND LEVEL
L io N
( in dBA)
MAXIMUM
DESIRABLE
SOUND LEVEL
( in dBA)
1
Route A
&
B
125 '
Residential
Category B
Design Hour
Open
69
65
2
Route A
180'
Residential
Category B
Design Hour
Open
69
65
3
Route A
875 '
Church
Category B
Design Hour
Closed
64
70
4
Route A
235'
Residential
Category B
Design Hour
Closed
73
70
5
Route A
&
B
440'
Residential
Category B
Design Hour
Open
67
65
6
Route A
&
B
465'
Residential
Category B
Design Hour
Closed
66
70
7
Route A
&
B
105'
Residential
Category B
Design Hour
Closed
69
70
8
Route B
300'
Residential
Category B
Design Hour
Closed
63
70
9
Route B
250'
Residential
Category B
Design Hour
Closed
64
70
10
Route B
365'
Residential
Category B
Design Hour
Closed
72
70
11
Route B
250'
Residential
Category B
Design Hour
Closed
64
70
*Observer to centerline of near lane of Loop 390
- 25 -
TABLE 5
AMBIENT SOUND LEVELS
POINT LOCATION L 10 dBA
1 Intersection of Loop 390 & Harleton Road 67
2 Intersection of Loop 390 & Norwood Street 60
3 F.M. Road 1997 at Hillcrest Baptist Church 62
4 Intersection of Loop 390 & U.S. 59 at Pinecrest Drive 70
5 Intersection of Loop 390 & St. Hwy. 43 67
6 Intersection of Loop 390 & U.S. 80 East of Marshall 66
7 Intersection of Loop 390 & County Road near IH 20 56
8 Alternate Route - Intersection F.M. 1997 & Loop 390 57
9 Alternate Route - Intersection Loop 390 & Sue Bell 47
Lake Road
10 Alternate Route - Intersection U.S. 59 & Loop 390 60
11 Alternate Route - Intersection Loop 390 and Stage 54
Coach Road
- 26 -
•
•
•
•
•
•
•
X
X
X
X
X
X
X
X
X
X
X
X
X
X
Q
•
•
Q
•
•
•
•
•
•
•
•
•
•
W
X
X
X
X
W
X
X
X
X
X
X
X
X
X
X
w
•
•
X
•
•
•
•
•
•
1
•
•
•
•
X
e
s
e
B
X
e
e
e
e
B
s
B
s
B
B
co
CO
LO
LO
LO
LO
o
o
o
LO
LO
LO
o
o
LO
o
LO
LO
LO
LO
CO
LO
LO
LO
LO
LO
LO
LO
CO
co
-
CO
x
X
o
o
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- 28 -
One possible abatement measure considered for both Route A and Route B
was the building of barrier walls. However, since this project is pri-
marily either suburban or rural in nature and houses are not closely
spaced, the use of barrier walls as an abatement measure is considered
economically unfeasible for both Route A and Route B. Also, in most
instances where abatement is desired, the effect of the barrier would
be negated to some extent by the openings which would have to be pro-
vided for crossing highways or roads. Also, there are several loca-
tions for which abatement is desired which are located on a crossing
highway and a barrier erected on Loop 390 would be almost totally inef-
fective as an abatement measure at these locations. Furthermore, since
this project is not a controlled access facility, the effectiveness of
the barrier would be negated to some extent by any openings which would
presently or later have to be provided to give access to adjoining pro-
perty. The possibility of changing the gradeline of the facility by
an amount sufficient to cause an effective reduction in noise level was
also considered, but this was determined to be economically unfeasible
for both Route A and Route B. The purchase of a noise buffer zone as
an abatement measure was considered for both Route A and Route B. How-
ever, this would not reduce the expected impact unless the improvements
for which abatement is desired are included in the purchase. Also, this
means of noise abatement would necessitate the purchase of additional
right of way and improvements on some of the crossing highways. The
destruction of established homesteads cannot be considered a method of
abating traffic noise.
Based on the preceding discussion, it is concluded that the available
methods of minimizing the noise impact are considered either impractical
or not in keeping with accepted economic practices. Consequently, noise
abatement measures for this project are not recommended for either
Route A or Route B. It is believed that the social, economic and
environmental benefits received from construction of the proposed
project greatly outweigh those of the no-build alternate, and
noise abatement measures for this project are considered either imprac-
tical or economically unfeasible.
The methodology given in NCHRP Report No. 117 was used to determine
design year sound levels in this report. Traffic data used in the compu-
tation of predicted sound levels are given in Table 6.. The
sound analysis data presented in this report is in compliance with FHWA
requirements insofar as NCHRP Report No. 117 is an acceptable methodology
and predicted traffic noise levels are not required for Sound Sensitive
Hours (night). It should be noted that the contractor for this project
will be held in compliance with all requirements of the Occupational
Safety and Health Act (OSHA) which includes regulations regarding noise
protection of employees.
- 29 -
6. Water Quality Impacts
The quality of water will not be significantly affected by
loop construction.
There are twelve small streams to be crossed in the construction of this
project. Most of these run water only intermittently. Four of these
streams are considered to flow perennially.
The intermittent streams for the most part are very similar. All flow
within relatively narrow bottomland. Vegetation along the banks is com-
posed of East Texas hardwood trees, e.g., oak, maple, sweetgum, hickory,
elm, bois d'arc, sycamore, etc.; different vines, e.g., muscadine, rattan,
honey suckle, briar, blackberry, etc., ferns, switchcane; and, where the
bottom land is cleared, grasses such as bermuda, carpet, etc. All of
these streams have a mud bottom with very steep channel sides. All
streams utlimately terminate in Little Cypress Creek or the Sabine River.
Table 7 shows the location and channel description of each of the streams.
TABLE 7
Intermittent Flow
Location
Between SH 154 & US 59:
1.2 mile from SH 154
1.7 mile from SH 154
2.3 miles from SH 154
2.8 miles from SH 154
Channel Width Channel Depth
5'
6'
5'
5'
4'
7 '
2 '
3'
Between US 59 & US 80:
0.3 mile from US 59
Between US 80 & IH 20:
0.2 mile from US 80
2.3 miles from US 80
4'
5'
5'
3'
The ecosystem of these streams should be only minutely affected. The
State Department of Highways and Public Transportation has adopted speci-
fications relative to temporary erosion, sediment and water pollution
control. These specifications limit the amount of clearing and grubbing,
earthwork, and channelization that can be done prior to temporary or
permanent seeding of erodible materials. This specification also pro-
vides for silt traps in ditches and channels, soil reten-tion blankets,
and controlled exiting of rainfall off embankment slopes. During con-
struction the contractor will not be allowed to discharge anything either
biochemical or chemical which could affect the ozygen demand and thereby
be harmful to the stream biota. As soon as possible during construction,
permanent erosion, sediment and pollution control will be instigated.
This involves healthy growth of grasses by sodding and seeding and even-
tually over the years the planting of trees and shrubs wfrich not
only beautify but help control erosion. Where slopes are very steep,
- 30 -
concrete riprap will be used to protect the soils which would erode.
As mentioned earlier, there are four streams which are considered perenni-
ally flowing. Each of these will be discussed separately. Each of these
streams is very similar to the intermittently flowing streams. Our maps
and observations show these streams to flow the year round. They are
possibly spring fed and very probably dry up during dry weather cycles
when the ground water table lowers.
EIGHT MILE CREEK - Location: Between US 80 and IH 20 approximately 1.5
miles from US 80
This stream is a tributary to the Sabine River. It has murky green water
where the proposed loop crosses it. It meanders through a farily wide
bottomland. The bottomland has different varieties of hardwood trees
common to East Texas. The banks of the creek are steep with little vege-
tation. Its channel is about eight feet wide and ten feet deep. It has
a mud bottom. There are the usual small fish (minnows and perch), frogs,
snakes, water insects, etc. in this creek. This area also has filimen-
tous green algae present plus probably other lagae which would be micro-
scopic.
Alcoa Conductor Products Company discharges into Eight Mile Creek about
3.2 miles upstream. Alcoa has both domestic sewage and waste water from
cooling such things as plastics. Listed below is a water quality analysis
of their effluent for the month of October 1975. This information was
volunteered by Alcoa.
There is apparently no toxicity from chemicals and, as noted above, the
loop crossing would be 3.2 miles downstream. The stream probably reaer-
ates itself somewhat so that the dissolved oxygen in the water is prob-
ably greater than at the point of discharge.
The proposed roadway structure for the loop will probably be a bridge.
Rechannelization will be necessary where the loop crosses the stream.
Such channel relocation is considered necessary to help prevent siltation
from erosion of roadway embankment long after completion of construction
work. The channels could run as much as 250 feet upstream and 300 feet
downstream. The new channel dimensions will probably be a 10 to 15 foot
flat bottom with side slopes compatible with existing natural slopes.
C.O.D.
B.O.D.
Max. 26 m ^L,
Max. 60 m S/L,
6.9 to 8.7
75,000 Gal./Day
Avg. 15 mg /L
Avg. 37. m S/L
PH
Discharge
- 31 -
Existing natural slopes do not support grasses; none are planned in the
new channel. The velocity of flow in this area will not be affected sig-
nificantly and should support aquatic life after completion. Other miti-
gating measures have been discussed in connection with intermittent
streams.
EIGHT MILE CREEK TRIBUTARY - Location: Approximately 3.6 miles along
Loop 390 from U.S. 59
This stream has a channel about seven feet wide and five feet deep, with
farily steep banks. It meanders through a farily wide bottomland. The
area is grown up with native hardwood trees with various kinds of vine
growth (Muscadine, rattan, etc.). The stream supports green filimentous
algae, aquatic insects and small fish life (bream, minnows). This stream
is also a murky green. There are no industrial pollution sites upstream
of this creek and very little reason for the use of herbicides by farmers
upstream. This creek is used to water stock in places and has small
ponds or tanks constructed along it, upstream of the proposed loop highway.
The loop crossing will cause only a small amount of rechanneling, located
about 50 feet upstream of the structures and 150 feet downstream of the
structure. The new channel will be handled as described above as far as
temporary and permanent erosion, sediment and pollution control are con-
cerned.
DEBOLDIN CREEK - Location: Approximately two miles from U.S. 59
Deboldin Creek has channel dimensions of six feet wide and six feet deep.
It meanders through a farily narrow bottomland and runs parallel to the
loop centerline for about 600 to 700 feet. The vegetation is very similar
to that along the other streams mentioned, the creek banks are fairly
steep and the water is murky green. There are a number of small ponds and
tanks upstream. Cattle and other livestock use the creek as a source of
water. The acquatic life is very similar to other creeks already mentioned.
This channel will require realignment upstream. As noted earlier, it
parallels the loop for a distance. The new channel will probably be a
five foot flat bottom section with normal side slopes. It should support
aquatic life at least as well as it does under existing conditions. Tern-
porary and permanent erosion, sediment and pollution control measures
have been discussed.
CREEK - Location: 0.5 mile from U.S. 59.
This creek has a very small watershed area upstream and is apparently sus-
tained by springs from ground water which is affected by dry years.
Despite this, the stream does flow perenially according to our maps. The
terrain is steep in this area with a narrow bottomland. The creek is
- 32 -
approximately three feet wide and three feet deep. Its vegetation is
very similar to that of other streams already discussed, but it is
doubtful there is any fish life present. Other aquatic life is probably
bountiful.
Construction will cause only a small amount of rechanneling downstream.
Temporary erosion, sediment and pollution control will be handled as
already discussed for other streams.
None of the streams discussed is used for human water supply or recre-
ational purposes other than some bream fishing by local residents. As
mentioned earlier, they are all minor tributaries which ultimately flow
into the Sabine River or Little Cypress Creek. There is no commercial
type fishing operation possible on them and they are not considered
spawning areas for any game fish caught in this area's rivers and lakes.
Some of the foregoing data were obtained from the Texas Parks and
Wildlife Department and from Alcoa Conductor Products Company, which is
permitted to dump into Eight Mile Creek. These Department is indebted
to these two organizations for their assistance.
- 33 -
C. Measures to Avoid or Reduce Adverse Impact
The most significant adverse effects of the proposed action will
be the displacement of those individuals, families and businesses
previously detailed under Section III.B.2., Relocation of Individuals and
Families Impacts. Relocation assistance is available. In most instances
the displacees can relocate on their remainders at their option. In addi-
tion, loop construction will probably be in sections and right of way pur-
chased as funds become available, allowing a gradual relocating of those
involved.
Although some timber and native grasslands providing shelter for various
species of wildlife will of necessity be destroyed, many trees within the
proposed right of way, not involved in grading operations and not presen-
ting a hazard to the safety of drivers, will be preserved. These remain-
ing trees and the newly planted grasses will harbor various species of
wildlife. Grading operations will damage several small artificial ponds
primarily used for watering livestock. The owners are compensated for
damages and will be given sufficient notice for the recovery of game fish
and other food sources in affected ponds.
Erosion problems arising from construction will be held to a minimum
through proper erosion control techniques. Sodding will be established
as quickly as construction permits. Temporary seeding and fertilization
of exposed areas including slopes, pits, haul roads, etc. will be required
when materials encountered are deemed erodible. Earthen berms and soil
retention blankets may be proposed for temporary control of silt on slopes.
Downstream culvert velocities are to be held within tolerable limits through
use of concrete riprap and concrete sills, baffles, or stilling basins.
Erosion from excessive velocities in steeply graded ditches may be preven-
ted through further use of riprap or by soil retention blankets until
establishment of a good vegetative cover. Frequent sprinkling of extremely
dry areas will help eliminate wind erosion dangers. Exposed land area
from clearing and grubbing operations is limited by contract specifications.
This limitation is placed on grading operations, thus reducing the amount
of earth exposed to erosion at any one time. The recovery of satisfactory
sod within the actual construction area and its stockpiling and use later
in soil erosion control will not only save those native grasses inside the
right of way but also reduce amounts required from outside sources. As
much as is practical with regard to safety and modem engineering design,
natural ecology within the project limits will be preserved.
No specific locations are known at this time for borrow or waste sites off
the proposed project right of way. If any archaeologic or historic resour-
ces should be discovered in borrow or waste sites outside the actual highway
right of way, construction will be delayed until necessary archaeologic or
historic investigations are made.
- 34 -
Staff archaeologists performed an on-site investigation in search of
any historic or archaeolgocial findings on or near the proposed project.
Except as presented in further discussion of the Powder Mill Site, no
surface evidence or archaeolgocial or historical significance was found
within the limits of this project. The section of Loop 390 from U.S. 59
east and south to IH 20 presents three locations which will be tested
with a probe to determine if subsurface evidence exists. Such probing
and soil testing will be performed after right of way has been secured
for this section. To assure that unwarranted destruction of sites, buil-
dings, and locations of historical, archaeological, educational or
scientific interest located within the right of way of either existing
or future highways will not take place, contract provision is made to
delay construction while the Department makes an investigation, including
the excavation of historical or archaeological sites, if the existence
of such a site is discovered after contract letting. Furthermore, if an
archaeological site is discovered within the highway right of way or
material source under option to the state during any phase of project
development or construction, further activity at the site will cease and
not be resumed until such time as an investigation is conducted and
evaluation made concerning each individual site.
The National Register of Historic Places contains two listings for
Harrison County. One is the Old Pierce House (Magnolia Hall) in Marshall.
This building is approximately two miles from the closest portion of pro-
posed Loop 390, is not visible from the proposed project location, and
will be unaffected by the construction of the project. The other is the
recently-added Powder Mill Site, designated in the National Register as
"Marshall Arsenal CSA". The Guide to Official Texas Historical Markers
and Historic Preservation in Texas, Historic Sites Inventory, compiled by
the Texas Historical Commission in August 19i74j were consulted. No listing
was found to be on the subject project. Other consultations and inquiries
with regard to the Powder Mill site are listed at the end of this subsec-
tion.
Representatives of the Harrison County Historical Survey Committee (now
Commission) have been consulted numerous times for coordination of the
investigations made on the Powder Mill site, for advice on possible nomi-
nations to the National Register, and to seek information about other
possible sites of historic interest. After the first draft of this state-
ment was written, the Department was advised on the state level that the
Powder Mill Site was declared eligible for nomination to the National
Register, and coordination was begun with the Advisory Council on Historic
Preservation to avoid unnecessary adverse effects on the property. Since
that time, the site has been listed in the National Register and a
Memorandum of Agreement, which has been referred to, has been executed.
- 35 -
At a point between U.S. 59 and St. Hwy. 43, the Loop 390 route crosses
an oiled county road which leads into a section of an old stage coach
road which is of local interest. The segment of road involved lies
northeast of the proposed Loop 390 project, as shown on Figure 4. The
Harrison County Historical Survey Commission has been consulted and
advised that the primitive section of road, in which stage coach ruts
are still discernible, is approximately 2.2 miles distant from the loop
route, and has conferred with commission officials about possible
effects of Loop 390 construction upon the road. The Commission offers
no objection to the proposed construction, as stated in a letter dated
August 13, 1973 from Mr. Max S. Lale, Chairman of the Commission (then
Committee), to Supervising Resident Engineer Tom Rideout of Marshall.
Neither the Powder Mill Site nor the Stage Coach Road has ever been
marked by the Texas Historic Commission.
CIVIL WAR POWDER MILL SITE
The Trans-Mississippi Department of the Confederacy was headquartered
in Shreveport, Louisiana under the command of Lt. General Edmond
Kirby-Smith. With the fall of Vicksburg and the consequent loss of
control of the Mississippi River, the Trans-Mississippi Department
became a separate entity for all practical purposes, and the states
involved (Arkansas, Louisiana, Missouri and Texas) were advised that
they must become self sufficient. Marshall, Texas was the headquarters
for the Chief of Ordnance, Conscription, Quartermaster, Subsistence,
and Medical Bureaus; it was also the temporary capital of Missouri.
Immediately north of the city a site was prepared for the manufacture
of gun powder and the repair or conversion of small arms. Machine shops,
foundries, and other manufacturing processes necessary for this type of
work were a part of the installation. The Marshall Powder Mill and
Ordnance Works were apparently in full operation by late 1863. Evi-
dence indicates the area was garrisoned and fortified by Confederate
troops, along with Galveston, Texas one of two fortified cities in Texas.
The Marshall Powder Mill and Ordnance Works were one of the objectives
of the Red River campaign under General Banks, USA, but other military
engagements blunted this campaign before the Federal troops were able to
address this portion of their objective. The Powder Mill complex con-
tinued to operate until the end of the war.
State and local historians have been unable to locate reliable maps
showing a layout of the buildings and areas of activity in the Powder
Mill and Ordnance complex. Indications are that there were as many as
250 to 260 acres of land used for the operations. Both temporary and per-
manent buildings were very likely a part of the complex. Cannon and
rifle powder were produced, and repairs made to small arms. From sketch
maps of the Marshall area of that time, it appears that powder magazines
and a brick yard were also a part of the complex. The sites of what may
have been gun implacements and trenches have been destroyed in recent
times by development.
- 37 -
Figure 3, page 31, is a portion of a map titled "Environs of
Marshall, Texas", showing the powder mill area, which was obtained
from the National Archives.
It seems relatively certain the Powder Mill and Ordnance Works were
immediately north of the City of Marshall. The complex seems to
have been primarily along the banks of a small creek, referred to
here as Powder Mill Creek. Evidence of building foundations and
possible gun implacements are found north of Farm Road 1997 as it
makes an east-west dogleg north of the city (shown as Support
Operations [sj on Figure 4). The existing farm to market road
crosses Powder Mill Creek as the creek flows northerly through a
meadow. Farm Road 1997 replaced an old, established county road.
At this particular place, the farm road absorbs and utilizes the old
county road right of way. This dogleg in the public road pattern
shows up on area maps dating back to the time of activity at the
Powder Mill complex. More brick rubble, probably foundations and
well sites, are located south of the road (shown as jTl on Figure 4).
This evidence also lies close to the creek banks as Powder Mill
Creek meanders through a heavily wooded area. A number of local
citizens remember a "G-shaped" fortification on a hill immediately
northeast of the meadow referred to above (shown as [g J on Figure 4) .
Unfortunately, the outline and pattern of this "fortification" has
been lost to land development.
Figure 3 shows the Powder Mill to be located south of existing Farm
Road 1997, and, thus, the main buildings' locations were outside of
and south of the proposed right of way for Loop 390. This unsealed
map shows a brick yard south of the Powder Mill (shown also as [ b ]
on Figure 4) and a.powder magazine ( [m ] on Figure 4) to the east. An
investigation of the ground south of the road indicates this to be
quite likely. Evidence uncovered north of the farm road indicates
this area to have been the site of small arms repairs, manufacture,
and other support industry (shown as _S_ on Figure 4). The manuscript
map referred to as Figure 3 is cataloged 252-5 in the National
Archives; Figure 3, however, has been enlarged from the original by
photogrammetric processes to indicate more clearly possible powder
mill installations. Although this map indicates the powder mill to
be entirely south of the existing farm road, thus south of the pro-
posed Loop 390 right of way, detailed archaeological investigations
have revealed the support operations.
The 250 to 260 acres of land, thought to be the ordnance complex,
is apparently owned by a number of people, as it apparently was in
1863. Snider Brothers Lumber Company and East Texas Baptist College
own property in the area thought to be a part of the general complex.
A residential subdivision lying west of East Texas Baptist College
property is thought to have been a part of the original acreage.
- 38 -
The major portion of the original site is probably a part of the 224
acre "Powder Mill Farms" now in private ownership. At present the
area is pasture and woodland, a residential subdivision, and the
site of a large sawmill and byproducts industry.
The lumber company acquired some 66 acres from the Powder Mill Farms
for a mill site in 1945. In preparing this acreage for the lumber
mill operations, the large G-shaped fortification referred to above
was obliterated. The company recently acquired additional acreage
east of their 66 acre tract and are currently preparing it for expan-
sion of their mill works. Some local historians believe this area
also had evidence of trench works at one time.
Today there is little evidence of the Powder Mill and Ordnance instal-
lations on or above the ground. At the end of the Civil War and prior
to the arrival of occupation forces, the Powder Mill complex was
apparently stripped. In 1865 much of the remains were destroyed by
an explosion of gun powder at that site. After this disaster, most
of the usable bricks were removed for building materials by residents
of the area. Scrap metal and lumber salvage and natural decay have
virtually obliterated evidence above the ground. Pasture land
improvements, creek channel relocation, and timberland logging opera-
tions have also taken their toll over the years. Areas of hillside
erosion were later used as dump grounds for refuse, and these remains
add to the confusion in recovering artifacts. Hillside erosion has
deposited soils across the meadow and creek bank areas that have
become overgrown. The building foundations that remain are in most
cases from six inches to a foot below the topsoil in the cultivated
meadow and in the overgrown area to the south.
The Powder Mill Farms operation is a private commercial enterprise
including horse stables, canine boarding kennels, and some ranching
operations. Bridle paths are a part of the operation, and recent
archaeological digs have become a source of interest for horseback
riders. There is some residential development along the county road
east of Powder Mill Farms. The Hillcrest Baptist Church is expanding
facilities fronting on the east side of this county road. A large
cemetery plot lies to the south of the church property (shown as
[C| on Figure 4). East of the church property and other strip
development along the county road is a 45 acre tract of land used by
Camp Fire Girls, Inc. South of Powder Mill Farms are idle properties
held by the East Texas Baptist College and a slowly developing resi-
dential area. A low to middle income minority group is purchasing
these lots, and houses are being constructed by private developers.
In summary, the site may at some future time be of local, state and
possibly national interest as a historical area. It is not a recrea-
tion area and there are no plans at this time for development of
- 39 -
recreation type facilities. The consensus of local historical groups
is that anything in the way of restoration would be prohibitively
expensive. There are no known sources of monies for purchase of the
land nor are there concrete plans for restoration at this time.
In March 1971, at the request of the State Archaeologist, a research
archaeologist with Southern Methodist University, S. Alan Skinner,
visited Marshall to look into the Civil War Powder Mill story. He
contacted some local historians and apparently did considerable
research in local records and files. His report recommended limited
historical research and archaeological testing for the purpose of
determining the exact area of the Powder Mill complex. Shortly after
that visit, a historic site report encompassing 31 to 37 acres of
land was presented to the Exectuive Director of the Texas State His-
torical Survey Committee (now State Historical Commission), the
cover letter being dated March 26, 1971.
When it became apparent that there were enough building foundations
and other artifacts remaining to make it possible to locate some or
all of the site, the Department re-examined the proposed location and
design. A new look was taken at the possibility of the originally
proposed alternate (referred to heretofore as Route B) 0.8 mile north
of Route A. This alternate route had been examined in detail in 1958
when the Plan of Highway Development - Marshall was being prepared.
Again the concensus was that this would be a complete bypass of
Marshall and would not serve the city. The "inner route" (Route A)
still appeared the most functional as a loop. Considerable right of
way had already been acquired and cleared of obstructions.
Lack of knowledge of the exact location of buildings in the Marshall
Powder Mill and Ordnance Works lends no assurance that other arti-
facts will not be uncovered if Loop 390 were moved anywhere within a
mile of Route A. Apparently the complex was spread over a wide area
with defensive fortifications behond that. None of the building sites
located to date can be identified as to their use of purpose. Lack
of detailed early mapping and the lack of the visible ground remains
present an almost impossible and most certainly expensive reconstruc-
tion.
The next step in the re-analysis was to lay out two possible plans
through the Powder Mill Farms meadow immediately north of F.M. 1997.
These plans were flagged on the ground. In the summer of 1971
Department archaeologists conducted a complete reconnaissance
between the outer limits of these right of way lines. Plan A was a
southern plan, while Plan B overlapped Plan A on some segments but
- 40 -
was primarily north of Plan A. These plans are marked on Figure 15,
page 22, of "The Marshall Powder Mill, a Preliminary Report" prepared
by the Highway Department Archaeologist. Evidence from the archaeo-
logical work during the summer of 1971 indicated Plan A would miss
more of the possible building foundations than would Plan B. This
finding was reported to the State Antiquities Committee in the fall
of 1971. In January 1972 the Antiquities Committee recommended the
Highway Department consider bridging that part of the meadow east
of Powder Mill Creek. A very thorough study was made. This solution
was decided to be too expensive to be in the best interest of the
taxpayer. If Plan A was not tolerable, an alternate plan would have
to be decided upon.
A third right of way proposal, Plan C, was then investigated. This
plan was slightly south of Plan A and was an attempt to miss a struc-
ture thought to be one of the main support buildings in the meadow.
Department Archaeologists returned during the summer
of 1972 for the purpose of checking on this third plan. Their fin-
gings led to the conclusion that Plan C did not take in any of the
more substantial building foundations in the meadow. While there
were signs of a number of structures in the Plan C area, indications
were these buildings were not substantial structures. The Department
then recommended Plan C to the State Antiquities Committee. The
Antiquities Committee concurred. It was recommended that the County
be encouraged to acquire the right of way and that the Department
conduct a complete dig of the property purchased. In this way, all
possible artifacts would be recovered and would unquestionably be
the property of the people of Texas. Harrison County purchased the
right of way, and Department Archaeologists have spent approximately
six months on as complete a dig as time and money would permit. A
preliminary report of their findings has been prepared.
The area investigated by Department Archaeologists has yielded a
fairly rich return in badly rusted musket parts, blacksmithing accou-
trements for horse and wagon, hardware, unidentifiable iron parts,
etc. These lead many to believe the meadow was the site for gunsmiths,
foundries, and machine shops only. A number of people are also of
the opinion that the actual site for the manufacture and storage of
the gun powder would be some distance away for safety's sake. The
"Environs of Marshall, Texas" map (Figure 3) and visible evidence on
the ground south of F.M. 1997 support this supposition. This line
of thinking also leads to the conclusion that defensive fortifica-
tions could be scattered over miles of countryside. Reported findings
of minie balls and apparent trenches lends credence to this line of
thought.
- 41 -
The S. Alan Skinner report of March 1971 blocks out a small area of
31.4 acres incorporating F.M. 1997 and the then-approved route for
Loop 390. In the main, it includes the meadow of the ordnance works
area, the creek to the west of the meadow, the general area close to
the G fortification to the northeast, and some diversion channels,
old wagon roads or trenches to the southeast. It does not include
the Powder Mill itself, the brick yards to the south, the powder
magazine to the southeast, the remains of the G fortification to the
northeast, or the breastworks to the north. Of that 31.4 acres,
approximately 18 acres is Powder Mill Farms property. One acre is
Snider Brothers Lumber Company land. Three acres are held by East
Texas Baptist College. The remaining nine acres are in F.M. 1997
and Loop 390 right of way. Loop 390 right of way will incorporate a
large part of the F.M. 1997 right of way involved.
Research to date indicates Loop 390 will pass between the Ordnance
Repair Area and the Powder Mill area of the Civil War facility. The
loop right of way takes in one small building foundation and a corner'
of a much larger foundation to the north. The preponderance of arti-
facts are thought to be to either side of the then east-west county
road which became F.M. 1997 and is now incorporated into Loop 390.
Development of the loop highway will utilize a small part of the
meadow and hillside of the Ordnance Repair or Support facilities.
This area would be lost to further research and recovery work. While
these natural ground surfaces would be lost to additional recovery
work, the artifacts not found to that point in time would remain
undisturbed and, in effect, buried under the highway roadbed. If,
in time, they became significant, they would be recoverable.
Accurate information on the Marshall Powder Mill and Ordnance Works
has been fading from memory at a faster rate than has the evidence
on the ground. The proximity of Loop 390 to the site has been a
wonderful stimulant in that some citizens have become interested in
trying to reconstruct the story of Marshall's part in the period 1860
to 1965. Plans for the Bicentennial celebration have also stimu-
lated an interest. The interest of local historical groups and
individuals is shown in part by voluminous'files of newspaper
clippings accummulated by the Department.
All of the evidence uncovered to date indicates that Loop 390 passes
between various activity areas of the complex just as the original
road pattern did. F.M. 1997 replaced a part of this road system and
was located upon the right of way of the county road. Loop 390 will
replace F.M. 1997 in the area of its east-west leg north of the city.
While it will require a great deal more right of way, all precautions
have been taken to make sure that it still will not seriously disturb
remaining artifacts in the area.
- 42 -
The loop will provide much better access to the site than that cur-
rently available. At this time, it is difficult to direct local
people to the site and almost impossible to direct tourists to the
area. Local historians are planning, as a minimum, to erect histori-
cal markers in the area. Although there are a number of such
markers in Harrison County and Marshall itself, none is at present
devoted to the Powder Mill and Ordnance Works.
Research and exploration by Department Archaeologists confirms the
Plan C location of Route A as least disturbing to artifacts. Plan C
of Route A is the right of way Harrison County acquired in October
1973. In the course of three field trips, the last of six months
duration spent inside highway right of way, the archaeologists are
satisfied they have located all significant items within the right
of way.
The corner of a building foundation and what could have been small
furnaces were uncovered along and inside the north right of way.
The purpose for the structure is not yet known. The small furnaces
are thought to have been used for working metal or making charcoal.
These artifacts could be left undisturbed by construction of roadbeds
for the loop.
One small building foundation was uncovered in the approximate center
of the right of way. Its use is unknown. Data and photographs of
this foundation could be saved. There is some thought about an arbor
type all-weather display area. The saved brick from the foundation
could be used in the construction of this display structure.
Local historical groups are rightly concerned with the possibility
of souvenir hunters carrying off items of interest. This has hap-
pened over the years. These groups realize they will need to proceed
cautiously in opening the area to tourists. All seem to agree that
having Loop 390 in its proposed location will be a deterrent to pil-
fering and souvenir hunters.
The above are all of the building structure locations found inside
highway right of way. At this time these are thought to be all that
are involved, but should highway construction turn up other items of
significance, construction contract provisions require the suspension
of work in the area of interest until Department archaeologists have
an opportunity to investigate.
In summary, the State of Texas had invested a great deal of
time and effort in Loop 390 planning without being made aware of the
location or significance of the Marshall Powder Mill and Ordnance
Works. Upon being made aware of the existence of the remains, an
all-out re-evaluation of location and design was made. Much time
and effort have been spent in determining the best designed location
through the site and in being sure the proposed location did not
materially affect the site.
The Texas Historical Commission has been kept informed of Department
actions. They have approved the loop highway route subject to
acquiring right of way and then searching extensively for artifacts.
Local historical troups and the Harrison County Historical Survey
Committee have approved the proposed location and urge construction
of Loop 390. In a letter dated November 11, 1974, the Texas
Historical Commission, after reviewing the Highway Department's
latest report on the Powder Mill site, stated, "The Texas Historical
Commission concurs with the finding of the Texas Highway Department
concerning the location of the highway and that Plan C should have
the least adverse effect on the site."
Loop 390 will affect remains at the site very little. The highway
will offer interested people a ready route of access, in contrast to
present conditions which make the site almost inaccessible and
certainly unrecognizable. The chances of preservation of remains
will be improved due to recent publicity, bicentennial planning and
proximity of the site to the proposed highway.
The following three sheets contain a list of sources consulted for
information on this site. Not listed are local consultants.
- 43 -
o
- 44 -
March 21, 1975
The following is a listing of libraries, depositories and individ-
uals contacted by letter at least once to date regarding various
aspects of the Department's investigation of the Marshall Powder
Mill. An asterisk preceding the organization or individual's name
indicates that response has been received.
* Old Military Records Division, National Archives and
Records Service, Washington, D.C.
* Cartographic Archives Division, National Archives and
Records Service, Washington, D.C.
* The Library of Congress, Washington D.C.
* Mr. Archie P. McDonald, East Texas Historical Association,
Nacogdoches, Texas
* Colonel Harold B. Simpson, Confederate Research Center,'
Hill Junior College, Hillsboro, Texas
* The Smithsonian Institution, Washington, D.C.
* The Bettman Archive, Inc., New York, New York
* Mr. Gaines Degraffenried, Fort Fisher State Park, Waco, Texas
* Mrs. Connie G. Griffith, Tulane University Library, New
Orleans, Louisiana
Texas and Pacific Railway Co., Dallas, Texas
* Mr. E. J. Brecht, Cities Service Pipe Line Co., Shreveport,
Louisiana
>
* Mr. Harry W. Pfanz, National Park Service, Washington, D.C.
* Mr. John L. Ferguson, Arkansas History Commission, Arkansas
State Library, Little Rock, Arkansas
* Ms. Joyce C. Horney, Illinois State Library, Springfield,
Illinois
* Mr. William Albaugh, Center Cross, Virginia
* Ms. Betty R. Kondayan, Washington and Lee University,
Lexington, Virginia
I
* Mr. Jonathan K. Smith, Memphis, Tennessee
* Mr. Roger D. Bridges, Illinois State Historical Library,
Springfield, Illinois
- 45 -
* Dr. Wayne C. Temple, Illinois State Archives, Springfield,
Illinois
* Mr. Walter L. Brown, Arkansas Historical Association,
University of Arkansas, Fayetteville, Arkansas
* Mr. Loy Gilbert, Smith County Historical Association, Tyler,
Texas
Ouachita County Historical Society, Camden, Arkansas
* Mr. George T. Blackmon, Arkansas Baptist State Convention
Historical Commission, Ouachita Baptist University,
Arkadelphia, Arkansas
* Dr. S. Alan Skinner, Southern Methodist University, Dallas,
Texas •
* Mrs. Viola Carruth, Fisher Heritage Foundation, Fisher,
. Louisiana
* Ms. Alberta R. DuCote, Archives and Records Service,
Louisiana Historical Association, Baton Rouge,
Louisiana
* Mrs. Harriet Callahan, Louisiana State Library, Baton
Rouge, Louisiana
The Confederate Museum, New Orleans, Louisiana
* Mr. Thomas F. Ruffin, North Louisiana Historical Associa-
tion, Shreveport, Louisiana
* Mrs. Consuetta P. Winder, State of Louisiana Department of
Education, Baton Rouge, Louisiana
Mr. Glen R. Conrad, University of Southwestern Louisiana,
Lafayette, Louisiana
* Mrs. Prescott Krouse, Minden, Louisiana
* Miss Amy Jean Greene, Clark County Historical Association,
Arkadelphia, Arkansas
* Mrs. Emma Rains, Marshall, Texas
The County Clerk's Office, Fordyce, Arkansas
I
* Mrs. Olin G. Hughes, Harrison County Old Courthouse Museum,
Marshall, Texas
- 46 -
* Mr .
M. Stone Miller, Jr. Department of Archives and
Manuscripts, Louisiana State University, Baton
Rouge, Louisiana
* Mrs. Margaret Ross, Arkansas Gazette , Little Rock,
Arkansas
Mr. A. T. Jackson, c/o Texas Western Press, The University
of Texas at El Paso, El Paso, Texas
* Mr. James Reed Eison, Museum of Science and History, Little
Rock, Arkansas
* Mr. Clemens de Baillou, The Augusta Richmond County Museum,
Augusta, Georgia
- 47 -
IV. ALTERNATIVES
A. Route A is described in Section I.A. on page 1, along with
Alternate Route B and the possibility of a "no-build" position.
Routes A and B are shown on Figure 4 on page 51. Routes A and B utilize
the same divided four lane typical section shown on Figure 1, page 2.
Both route alternates traverse a rural path of timber and pasture
described earlier in this statement. Alternate designs are not discussed,
as the design is the basis of project development to this stage and right
of way has been purchased based on the design presented. The environmen-
tal effects of the alternate routes are discussed below in Subsection B.
The approximate lengths involved are 11.9 for Route A and 13.3 for
Route B.
B. Loop construction on Route A or Route B, or the alternative of no
construction, share common aspects in that they would require the
acquisition of no publicly owned land from any park, recreational area,
wildlife or waterfowl refuge or natural landmark.
Alternates B and C present one beneficial effect which should be con-
sidered: neither would encroach upon the Powder Mill Site. This benefit,
however, appears to be the only one not shared by Alternate Route A, and
it is not considered by local historical groups to be a beneficial effect.
Construction along Route A will necessitate adjustments to 6", 4" and 3^"
diameter high-pressure lines belonging to United Gas; 6" and 2" diameter
high-pressure lines owned by East Texas Industrial Gas; and an 8" diameter
high-pressure line belonging to Cities Service. A number of smaller
individual distribution lines of the cited gas companies and others will
require adjusting. In addition, a number of buried and overhead cables,
transmission, telephone and telegraph lines, poles and other equipment
belonging assortedly to Southwestern Electric Power Company, Upshur Rural
Electric, Western Union, The Texas & Pacific Railway and Southwestern
Bell Telephone Company will need relocating. One independent water dis-
trict supply line, a 4" diameter main owned by the Cypress Valley Water
System, and both a 20" and 24" diameter raw water supply line to the City
of Marshall, with smaller distribution lines, are involved.
Most of the necessary utility adjustments along Route A from U.S. 80 to
Farm Road 1997 have been completed. Over $22,000 has been spent to date
on utility adjustments. Completed adjustments include East Texas Indus-
trial Gas, a 6" high-pressure main; United Gas, a 2" high-pressure main
with smaller distribution lines; and two private water supply lines, Pyle
and Talley. Total cost of utility adjustments yet to be adjusted along
the 11.8 mile route is $212,000
- 48 -
Cost breakdowns for Route A are as follows:
Construction
Right of Way
Relocation Assistance
Utility Adjustments
$15,379,800
1,018,500
166,600
212,000
PROJECT TOTAL
$16,797,900
The environmental effects of construction on this route have been discus-
sed in preceeding sections, including the impact on the Civil War Powder
Mill site..
The approximate l\ miles of additional length of Route B would require
greater expenditures for right of way, construction and future mainten-
ance than the shorter Route A.
Estimated costs for Alternate Route B are:
As these figures reflect, the additional l\ miles of construction required
for Route B would involve an estimated total cost of over $1.9 million
more than Route A would require.
Route B would displace approximately 200 persons, 32 permanent residences,
32 mobile homes, one church, and three businesses. Eleven of the per-
manent residences and one mobile home are owned by minority families. The
relocation problems would be more extensive along Route B, since a larger
number of persons and residences would be displaced. Route B would also
displace three more minority residences than Route A. The two routes
present similar displacement problems. Table 7, below, shows the compara-
tive costs, displacements and minorities affected by the two routes.
Route B would require utility adjustments more expensive and extensive
than those required by Route A. Not only are the same 8", 6" and 3^"
diameter high-pressure gas lines on Route A severed by Route B, but a
large Mid Valley Company 20" diameter oil line would be crossed four times,
the 24" and 20" municipal water supply lines to Marshall and numerous
smaller gas and water distribution lines, various overhead transmission,
telephone and telegraph cables would need adjusting, plus whatever buried
utility cables are encountered.
Relocation Assistance
Utility Adjustments
Cons truction
Right of Way
$17,256,000
1,087,800
177,000
218,900
PROJECT TOTAL
$18,739,700
- 49 -
TABLE 8
COMPARISON OF DISPLACEMENTS
ITEM
ROUTE A
ROUTE B
Approximate length (Miles)
11.9
13.3
Individuals Affected
171
200
Residences Affected
57
64
Permanent Homes
22
32
Mobile Homes
35
32
Churches Affected
1*
1
Businesses Affected
5
3
Minorities Affected (Families)
9
12
Permanent Homes
8
11
Mobile Homes
1
1
Relocation Assistance Cost
$166,000
$177,000
*Temporary location in former residence
In addition to the disadvantages so far discussed and shown on Table 7,
Route B would approach the Texas & Pacific tracks to the north at an
oblique angle. This could be solved by (1) an awkward adjustment in
the proposed loop, giving a ,r kinked" effect to the alignment, or by (2)
the use of a skewed bridge, which is more expensive and less desirable
than the normal approach structure planned for Route A.
The main objection to construction along Route B is the distance north
of Marshall. This alternate skirts Marshall so far to the north that
that its effect as a bypass to the central business district of Marshall
is questionable. Development along a route so far removed from the city
would be of little benefit to Marshall, economically, compared to the
same growth along a closer route.
In general, Route B would be more expensive in the purchase of right of
way, initial construction, utility adjustments, relocation assistance,
and future maintenance. Route B would require a larger commitment of
- 50 -
natural resources, have a greater adverse impact upon the natural envir-
onment, and yet afford less service to the community than Route A.
Local county and city officials, Chamber of Commerce officials and his-
torical organizations and agencies have repeatedly expressed a dintinct
preference for construction along the "inner loop", Route A. The Texas
Historical Commission endorses Route A.
No other routes were studied, but many minor alterations in Route A
through the Powder Mill area were considered. Onealteration involved
bridging across the area, but the estimated additional cost of the pro-
posed structures is $453,000. It is thought the benefits derived from
such drastic action do not warrant the expenditure of these funds. An
approximate 200 foot alignment shift to the south, thereby avoiding the
area containing evidence of building foundations, was considered more
practical. Moving farther south would involve extensive damage to
developed properties, as would shifting northward. This led to the
above mentioned 200 foot adjustment through the Powder Mill area.
Staff Archaeologists agreed that the Powder Mill site would suffer
minor damage, if any, from this alignment. Representatives of local
historical interests preferred this solution, feeling that it would
bring into focus their interest in marking the Powder Mill site by
making that part of it located within the right of way accessible.
Except for state-owned right of way, the mill site is in private owner-
ship.
The alternative of no loop construction is considered impractical by all
local governmental agencies involved. There is no way to move completely
across the north side of Marshall without going through the business
area. Construction of arterial streets providing facilities for lateral
movement east-west and north would be quite costly. The City of Marshall
and Harrison County have not been able to construct the needed arterials
on their own and do not anticipate being able to fund such construction.
Route A, on the other hand, is a carefully chosen location skirting sub-
divisions, the Powder Mill site, an expanding church, a cemetery, the
Camp Fire Girls recreation area, a large sawmill industry, and passing
between two small artificial lakes, one industrial and one private.
Figure 4 on the page following shows Alternate Routes A and B.
LEGEND
nesbitt
CAMTN
STATE
AC TAOL EUI
AlAf LINE-
>77777777)
COUATESY STATl
PROBABLE POWDER MILL BUILDING SITES.
PROBABLE SUPPORT OPERATIONS
MARSHALL
PROBABLE BRICK PLANT.
PROBABLE POWDER MILL MAGAZINE AREA
EXISTING POWDER MILL CEMETERY
I KMHT Radio /
Station Towar/ g&
COOPER
PROBABLE G SHAPED FORTIFICATION AREA
/ PROBABLE LIMIT OF CONFEDERATE
£ OCCUPATION FOR POWDER MILL ACTIVITY.
'/s/////////
OLD PIERCE HOUSE (MAGNOLIA HALL)
Port Caddo
"Church
OILED COUNTY ROAD LEADING TO
OtCATUS
BEGINNING POINT OF UNIMPROVED
PORTION OF OLD STAGE COACH
ROAD OUTSIDE OF MAP AREA
gatgaa
BRYAN?!
*Grean Hill
Church
J ARGYLl
(MART ST
n'wvt 7i'r
LEON A
JOHNSON
'merHxVh
llANCAS 1
tCAROLAN"
Mt Otrva
,No I
Church
GRANGE
HALL
LOOP 390
LOCATION MAP
—ct
Figure
Taios Highway Oapori
Pt) Bo. 5031, Austin
Taios 78763
- 53 -
V. PROBABLE ADVERSE ENVIRONMENTAL EFFECTS WHICH CANNOT BE AVOIDED
As a result of our study and early coordination with the City of Marshall,
Harrison County, East Texas Council of Governments, North East Texas
Economic Development District, Harrison County Historical Survey Commis-
sion and other local historical societies, Texas Historical Commission,
Texas Antiquities Committee and other consultants, it appears that this
highway project will result in no significant adverse effect upon the
quality of human environment.
If, contrary to local historical authorities, encroaching upon the Civil
War Powder Mill site is considered an adverse effect, then it should be
noted again that the project built along Route A will utilize a small
portion of meadow and hillside thought to be a part of the Ordnance
Repair or Support facilities; a corner of a building foundation and what
may have been small furnaces and another small building foundation.
The project will add loop traffic noise to those areas between intersec-
tions where there is no existing facility, and ambient noise levels will
be increased in areas where existing roads are intersected. Areas affec-
ted, however, are sparsely populated compared to areas where noise con-
centrations in the urban area will be reduced by the transferring of some
traffic from existing facilities to the loop.
Early coordination and continuing consultations with representatives of
the Texas Parks and Wildlife Department, Forestry Service and local Soil
Conservation Service has resulted in planning for all possible preserva-
tion of the existing ecology.
Spiderlily and sweetwilliam phlox, which are classified as endangered,
grow in such abundance in the general area that they can not be considered
endangered in this specific location. Black oaks are known to grow in
the general area, but ground inspections of the proposed location have
failed to reveal any speciment within the project area. There have been
no known signtings of any endangered animals or birds in the vicinity.
Of the approximate 545 acres of land required for right of way for the
proposed construction, approximately 18% has already been acquired and
cleared of improvements. None of this area is considered ideal habitat
for any endangered species which, furthermore, are not known to exist in
the area. Of the approximate 545 acres needed for right of way, approxi-
mately 160 acres is in native growth and timber, the remainder being
pasture improvement, homesites, commercial property or incorporated in
present road right of way. Of this 160 acres in native growth and timber,
most of it has undergone influences from adjoinging land usage that have
caused various population regulation mechanisms to have taken place in
the biotic communities which were present. Some minor adjustments will
be caused within certain species, possibly, but these are not anticipated
to be substantial. The wildlife population of the area is such that,
- 54 -
it should be absorbed in adjacent areas which offer adequate vital
resources for any minor breeding, nesting or feeding that may exist.
There will be some abiotic material used in construction, such as
nutrients, minerals and water, but amounts needed are not considered to
be of substantial magnitude, and they will be taken from among the most
plentiful and widely distributed materials on earth. The principal
material used in highway construction is earth, most of which is obtained
from highway right of way. Iron ore gravel which may be used in base
material and obtained from local sources will cause a temporary unsightly
condition in very small, localized areas. These may be planted in pines
or seeded for pasture or allowed to revert to natural cover, depending
upon the desires of the owners of the sources. Provision will be made
for sodding the right of way and for preserving some trees, and any other
practical methods possible will be employed to improve the roadside right
of way as wildlife habitat. Planting and mowing procedures are such that
some valuable natural resource in wildlife habitat is encouraged to be
restored.
- 55 -
VI. THE RELATIONSHIP BETWEEN LOCAL SHORT-TERM USES OF MAN'S ENVIRONMENT
AND THE MAINTENANCE AND ENHANCEMENT OF LONG-TERM PRODUCTIVITY
The commitment of those natural resources necessary to construct the pro-
posed project will provide the commuting public with a modern, safe, fast
and efficient means of travel. The proposed construction will boost area
economy by providing the local labor force with jobs during the actual
roadway construction and afterwards in the building of new homes and busi-
nesses desiring locations along the new facility. Any new industry
attracted by the proposed facility would furnish permanent employment.
The construction of new homes should encourage present residents to
improve the existing condition of homes and yards to present a more
pleasing appearance to the traveling public. Utilization of the loop by
through traffic will ease congestion in the Marshall central business
district, encouraging area shoppers to frequent the Marshall markets. Com-
munity cohesion will be enhanced by the improved facility of movement of
east-west and east-north-west local traffic.
The comparatively small commitment of resources would benefit society
many times over through an immediate stimulation of the local economy by
creating new jobs and opening new land to development. The long term
benefits would include provision of better access to existing industries
and residential areas, furnishing a means of marking the Powder Mill site
while permitting better access to it for interested individuals, and
greatly improving the circulation pattern throughout the northern half
of Marshall.
- 56 -
VII. IRREVERSIBLE AND IRRETRIEVABLE COMMITMENTS OF RESOURCES
Although loop construction will require the commitment of natural
resources to highway purposes, including timber and agricultural land,
steel, cement, asphalt, aggregates, labor, etc., these are in quantities
insufficient to be considered significant. The improved access and
transportation afforded by the new highway may initiate industrial, com-
mercial, and residential development. The highway facility itself,
however, can be converted to other land use and some of the materials
salvaged if the roadway is no longer needed for transportation or if a
greated need for the land occupied by the roadway arises.
- 57 -
VIII. COMMENTS AND COORDINATION
Route public hearing requirements were met in 1965 without encountering
opposition or adverse comment. A design public hearing was offered in
February 1969 on the section from U.S. 59 north of Marshall east and
south to U.S. 80 east of Marshall. There were no requests for a hearing.
Through this phase of development, city and county officials, Chamber of
Commerce officials, property owners and others indicated their support
of Route A, and no controversy of any sort evolved from contemplation of
the proposed project. Although local support for the loop continued,
the Department District Engineer felt a public hearing on the design of
the loop from St. Hwy. 154 west of Marshall north and east to U.S. 59
north of Marshall was desirable, and one was held on October 29, 1969.
Some of the comments received at that public hearing are summarized
below:
Cameron McElroy, Chamber of Commerce Highway Committee Chairman, urged
early completion of the badly needed project and added an endorsement of
the proposed facility by Greater Marshall Industries.
Mrs. Fred C. Buckingham and Miss Loma Lancaster, local property owners,
objected to the location proposed, as it severed their 40 acres on the
west side of the city, but did not deny the need for the loop. County
officials have negotiated for and acquired right of way through this
tract.
Commissioner Z. T. Craver of Harrison County Precinct 4, speaking on
behalf of the County Judge, expressed approval of the project and urged
the cooperation of landowners.
Howard Crouse, a landowner north of the city, protested the proposed
route. In Mr. Crouse's opinion, the loop should have been located a half
mile or so farther west and north, thus avoiding his property. County
officials have now acquired this right of way by negotiation.
Mrs. Jack McDowell, a property owner just north of the location, expressed
delight with the proposed facility, calling it "just wonderful".
Mrs. M. G. Pace, a sister to Loma Lancaster and Mrs. Buckingham, repeated
her sisters' earlier expression of displeasure at the severance of their
tract of land. Mrs. Pace did not offer objections to the concept of a
loop:system but thought it should be farther west (thus avoiding crossing
the Lancaster tract).
Vice President Mack Runnels of East Texas Baptist College, and property
owner along the loop, was heartily in favor of construction, terming the
loop a great contribution to the northern section of the city and a great
help to East Texas Baptist College.
Mr. Charles Motz, with the Texas Regional Office of the Small Business
Administration in Marshall, offered to discuss, after the meeting, a
program giving assistance to any business displaced by federally-aided
projects. (Loop 390 displacements qualify under this program.)
- 58 -
Executive Director Sylvin Lange of the North East Texas Economic
Development District supported the Loop 390 project and predicted a
continued economic growth for the Marshall area.
Mayor Thompson, Chairman of the Marshall City Commission, expressed the
Commission's strong endorsement and hoped for an early completion date.
Other local public officials who publicly endorsed the proposed work at
the design hearing were County Commissioner Will Power of Precinct 2 and
the Commissioner for Precinct 3, Sydney Keasler.
Continuing the coordination on a local level, the County purchased a
number of tracts for the proposed right of way, with the City of Marshall
and the State reimbursing the County for their shares of the right of way
cost. Many inquiries have been received from property owners who are
interested in homesites and development potential. The community is
pressing for implementation of construction.
In summary, the sections of Loop 390 covered by this statement have been
approved by all affected local and state governmental officials. A
geometric design public hearing covering the Civil War Powder Mill site
was held with no objections to location or design coming to light with
relation to the Powder Mill site. Once the site was brought to the
attention of the Department, coordination with affected agencies and
interested persons was begun on local and state levels and issues
resolved to the satisfaction of local, state and ultimately, federal
historical groups. There are letters on file from these agencies which
express their initial concern and eventual approval of Route A. When the
Texas Historical Commission advised the Department that the site was
eligible for nomination to the National Register of Historic Places, the
following statement was included in the letter: "The Texas Historical
Commission concurs with the finding of the Texas Highway Department con-
cerning the location of the highway and that Plan C should have the least
adverse effect on the site." The Texas Antiquities Committee, by letter
dated January 12, 1972, advised that "Alternate Route No. 1 will appar-
ently disturb fewer of the structures known to exist on the site and the
Committee recommends that this route be selected for consideration."
Many, many meetings and much correspondence among local and state level
officials have been held to coordinate the preservation of the Powder
Mill site with feasible engineering practices.
Further steps involved seeking the opinion of the Secretary of the
Interior on the eligibility of the site for inclusion in the National
Register of Historic Places and coordinating with the Executive Director
of the Advisory Countil on Historic Preservation. ACHP, after the Powder
Mill site was declared eligible for inclusion in the National Register,
initiated a memorandum of agreement which is included in the Appendix.
- 59 -
Under the provisions of paragraph 20e of FHPM Volume 7, Chapter 7,
Section 2, if right of way for a highway project has been acquired prior
to the designation of a property as historically significant, it is
unnecessary to write a 4(f) statement on the historical property. Right
of way for the proposed loop in the vicinity of the Powder Mill site was
acquired in October 1973. According to the Texas Historical Commission,
the property was determined to be eligible for inclusion in the National
Register on August 11, 1974. The project, therefore, is exempt from a
Section 4(f) statement.
The East Texas Council of Governments has reviewed the proposed action
and considered the improvement "to be local in significance and...long
sought by the citizens of Marshall and Harrison County". Earlier review
by the Smith County-Tyler Area Council of Governments, which later was
absorbed by the East Texas Council, confirmed that "this project...con-
forms to the Plan of Highway Development previously adopted by the City
of Marshall and Harrison County, Texas."
A report on air quality studies was submitted to the Texas Air Control
Board which approved "this narrative and [saw] no conflict with our
goals as set forth in the Texas Air Control Board State Implementation
Plan". The letter containing this statement, dated October 15, 1974,
is included in the appendix.
SMITH COUNTY-TYLER AREA
COUNCIL OF GOVERNMENTS
P. 0. Box 2039
Tyler, Texas 75701
/ I' \ •/ •'
A PPF-N 0 IX
April 29, 1970
STATE HIGHWAY DEPARTMENT, Cn:.T 1--SCT NO. 19
Mr. G. A. Youngs
District Engineer
Texas Highway Department
Atlanta, Texas 75551
ACOT
CONST
SECY
I
ATLANiA, TEXAS
:r
RECEIVE
APR 3" 197'.■
MAIN r
SHOP
Vl. i ,
s •
Dear Mr. Youngs:
The Smith County - Tyler Area Council of Governments
has received notice of the proposed improvements on Loop 390,
Harrison County, Texas, from Interstate Highway 20 southwest of
Marshall, northeast to State Highway 15^ west of Marshall.
This project will provide a more direct route from
Interstate Highway 20 to the west part of Marshall and is a
section of proposed Outer Loop 390. The construction of this
section of Loop 390 conforms to the Plan of Highway Develop-
ment previously adopted by the City of Marshall and Harrison
County, Texas.
Yours very truly,
Executive Director
SCTAC0G
AAA/js
cc: Hon. Jim Ammerman
Harrison County Judge
- (oO
SMITH COUNTY-TYLER AREA
COUNCIL OF GOVERNMENTS
P. 0. Box 2039
Tyler, Texas 75701
April 29, 1970
sure nif ii i way ; i
All.," ,,
All.," ,
F -) p- i ■
"ly 1 ' ' ■ '
Ac:r
I ,
■'MST SHOP
SECY
I lejL.>
Mr. G. A. Youngs
District Engineer
Texas Highway Department
Atlanta, Texas 75551
Dear Mr. Youngs:
The Smith County-Tyler Area Council of Governments
has received notice of the proposed improvements on Loop 390,
Harrison County Texas, from U.S. Highway 80 east of Marshall,
southeast to Interstate Highway 20.
This project will provide a more direct route from
Interstate Highway 20 to the east part of Marshall and is a
section of the proposed Outer Loop 390. The construction of this
section of Loop 390 conforms to the Plan of Highway Development
previously adopted by the City of Marshall and Harrison County,
Texas.
Yours very truly
SCTAC0G
AAA/js
cc: Hon. Jim Ammerman
Harrison County Judge
August 20, 1971
Mr. Montie Wade, P. E. ) \
Texas Highway Department
P. 0. Box 231
Atlanta, Texas 75551
bear Mr. Wade:
In response to your recent call, this is to specifically ac-
knowledge receipt of your notification of proposed improve-
ments on the following projects:
_?// — (a) S.H. 43 - Harrison County - From S.H. 154 in
vicinity of West End Blvd. in Marshall to
/£L - (b)
jf>f - (c)
S'f (d)
o<?z I
The above mentioned improvements are considered to be local in
significance and are long sought by the citizens of Marshall
and r . a rrison County. No further comment from the clearinghouse
*s c^-.siaered necessary.
*
n creeping our files we do not find the two Upshur County pro-
ect. which you mentioned, and only the four Harrison County
■ro "tts above. Let us know if you still lack response on any
pe*. .c projects. Please accept n\y apologies for our delay 1n
.ni'_ scter.
DRE/srb
S.H. 154 - Harrison County - From S.H. 43
North along vicinity of West End Blvd. in
Marshall to Loop 390.
S.H. 154 - Harrison County - From intersection
of U.S. 59 and S.H. 43, east to f.M. 31.
Loop 390 - Harrison County - From S.H. 154
west of Marshall North and East to U.S. 80
east of Marshall.
iWMMM . haM _ »ui
MARION* PANOLA • RAINS• RUSK • SMITH • UPSHUR • VAN ZAN0T* WOOD
- 45-
TEXAS AIR CONTROL BOARD
PHONE 512/451-5711
8520 SHOAL CREEK BOULEVARD
CHARLES R. BARDEN, P. E.
EXECUTIVE DIRECTOR
D-tf'
JOHN L. BLAIR
Chairman
HERBERT W. WHITNEY, P.E.
Vice-Chairman
AUSTIN, TEXAS - 78758
ALBERT W. HARTMAN, JR., M.D.
E.W. ROBINSON, P.E.
CHARLES R. JAYNES
JAMES D. ABRAMS, P.E.
FRED HARTMAN
WILLIE L. ULICH, Ph.D.,P.E.
JOE C. BRIDGEFARMER, P.E.
October 15, 1974
Mr. B. L. DeBerry
State Highway Engineer
Texas Highway Department
11th and Brazos
Austin, Texas 78701
Attn: Mr. R. L. Lewis, Chief Engineer
of Highway Design
Dear Mr. DeBerry:
In regard to the Air Quality Narrative for Loop 390 from SH 154
West of Marshall to IH 20 Southeast of Marshall, the projections
for carbon monoxide and hydrocarbons appear reasonable based on
reductions anticipated with auto emission controls.
We approve this narrative and see no conflict with our goals as
set forth in the Texas Air Control Board State Implementation
Plan.
We appreciate the review opportunity and if we can assist you
further, please contact me.
:erely yours,
CI axles Ri-'Barden,
Executive Director
Texas Air Control Board
cc: Mr. Richard Leard, Regional Supervisor, Tyler ***^E I V £ ft
0C n /;
l«
Advisory Council
On Histo ric Preservation
1 522 K Street N.\V. Suite 430
Washington D .C. 20005
MEMORANDUM OF AGREEMENT
WHEREAS, the Department of Transportation, Federal Highway
Administration proposes to assist the Texas Highway Department in
the construction of Highway Loop 390, Marshall, Harrison County,
Texas; and,
WHEREAS, the Department of Transportation, Federal Highway
Administration, in consultation with the Texas State Historic Pres-
ervation Officer, has determined that this undertaking as proposed
would have an adverse effect upon the Marshall Powder Mill site, a
property included in the National Register of Historic Places; and,
WHEREAS, pursuant to Section 106 of the National Historic Pres-
ervation Act of 1966, the Department of Transportation, Federal
Highway Administration has requested the comments of the Advisory
Council on Historic Preservation; and,
WHEREAS, pursuant to the procedures of the Advisory Council on
Historic Preservation (36 C.F.R. Part 800), representatives of the
Advisory Council on Historic Preservation, the Federal Highway Admin-
istration, the Texas Highway Department and the Texas State Historic
Preservation Officer have consulted and reviewed the undertaking to
consider feasible and prudent alternatives to satisfactorily mitigate
the adverse effect; now,
THEREFORE:
It is mutually agreed that implementation of the undertaking, in
accordance with the attached:
a. Letter of June 20, 1975 from J. W. White, Regional Administra-
tor, Federal Highway Administration; and,
b. "Outlines of Mitigating Measures: The Marshall Powder Mill
Area, Loop 390, Harrison County" prepared by the Texas Highway
Department;
will satisfactorily mitigate any adverse effect on the above mentioned
property.
- £ 4- -
The Council /> an i>iJcp< nJcnt tinil of the F wcutive Branch of the FrJcral Got eminent charged by the Act of
October 15, I'.'66 to adi ice the President and Congress in the field of Historic Preservation.
Page 2
MEMORANDUM OF AGREEMENT
Marshall Powder Mill
U.S. Department of Transportation, Federal Highway Administration
r! Garvey, Jr.', j*«
ve Director I
Robert
Executive
Advisory Council on Historic
Preservation
(date)
Federal Highway Administration
Department of Transportation
(date)
-7 *r
£. DeBerry, Engflnee^-Director
State department of i^i^hways^nd Public
j. r a nop or c a t ion
ate)
Texas^-State Histfojfic Preservation
Officer
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Clement M. Silvestro
Chairman
Advisory Council on Historic Preservation
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Jur.u 20, Id 75
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?ir. .'Jiclxael !1. Hurc-cvrn
Advisory Council 0 :1 iustoric Preservation
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letter dor.ee-m.ui~ tve nrcuerod Lorn jjj, from U. S, CO West
Ol » «•• i 1 !• -1 ^ ^ f U'•"» 3 , ♦L'-Oi. MtJJi LO J. « j- A C t OT
/lu.mnil, v tvJ v he vifeelrs of la uKLerrehin.;; upon cne
itirsholl feeder hill, hcrrisun County, Verve a.
The tirnhali Powder iiill uruwvey Hrss itcn ivevir ( rst.:-ri for
incli:£?.tcn xn t".e %v.:iona.L .-..v inter or r.Lsiori.o Places cad
it he.-; l-cen Lover::i.:-eu, tiiat cue utoocL-cu uocn add will have
en rdvert::? effect y.s vne ore Tarty. in aeooru- ice
with docIrion ttJ.ff;) ox the council's i: I'rccei:ura icr too
Irate etvhci of his Curie end Cultural ir-cor; reins if (SO C.F.R.
fnrf • ■".'), -1.3 civ ci.elca.in;: a pv eilvinvtry era:.- retort cnutniniay
all vaU'vaai: inior.?uticn coreseveif; eve project, ar,;i rev.vet
ycur ccssaonra t?v. <i\L a r..ar.:orKnuj..;» of cxtavojeui: to sa tiacactorily
rulii^ctj the oifcet of t:w» undertaking.
iUr-o tntolc.'.td ara a letter and acce-.mnvlr^ docienen lotion
dated A ;rll a'.75, f ern the lc>:ns iii.;' :;;ay L%> v>rf-'j:;t "v.'U'/i
pr- ' iin c;-:I.Ucit::ni. icfv :::.;:rxr.n tv : " wain - the rreeooeu
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rnelc''ure3
cc:
Chr.ir-rn, Aiviscry Council cn Historic Preservation,
* . U *! *_'# y ' '.irOJ'l *-/♦ t- «
Mr. Trrett i'.-.it.vr-o, Texas Jlistorical Commission, Austin, Texas
iir. Mux vWiJLLs, : AV-iQ
s'iL*. Jo.'ii J ( Coi'aJto, 05 "'»3.1CA
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Peeling File
Gen. Files (2)
D 7C;1 illi or s o Vpkm
OUTLINE OF MITIGATING MEASURES
The Marshall Powder Mill Area
Loop 390
Harrison County
The following discussion is presented in accordance with Federal Highway
Administration letter of May 5, 1975 and the Texas Historical Commission
letter of April 25 concerning mitigating measures at the Marshall Powder
Mill Site.
• •
I. Preservation of Structures
The attached figure indicates the locations of structures previously
located by Departmental archaeologists. Structure numbers VI and VII
have been assigned for purposes of this report. Of all the structures
and artifacts found during excavation, only structures IV, VI, and VII
are affected by right of way taking. The corner of structure IV extends
V slightly onto .the right of way but is in no way involved with excavation
or embankment required for the roadway construction.
Embankment for the westbound travel way will extend a few feet into the
area of structure VI (previously alleged by archaeologist Luke's report
to be a Blacksmith Shop area) and the extent of such is shown by the
attached figure. The structure was apparently enclosed on three sides
by wooden walls. Since nothing existed above natural ground and there
was no foundation, the location was revealed by excavation to expose
signs of nails, setting trenches, and stains in the ground. The
-a-
exposed area of the north wall is approximately 1.7 feet below natural
ground level. The exposed area of the south wall is only 0.6 foot below
natural ground level.
Embankment required for the westbound lanes will completely cover
structure VII (previously referred to in the Luke report as Feature 3)*.
Feature 3 was described as a brick foundation of a small building for
which a specific use could not be determined. . The top of the foundation
varies from 0.6 foot to 1.0 foot below the existing natural ground level.
Excavation revealed the bottom of the foundation to vary from l.S feet
to 2.3 feet below existing natural ground levels.
+> •
Backfilling of all previous excavations is proposed as the measure for
preserving structures IV, VI, and VII. The material for backfill shall
consist of sand or other suitable granular material, free from rocks,
vegetation or other objectionable matter, and reasonably free from lumps
of earth. The plasticity index shall not exceed a value of 15 and the
liquid limit shall not exceed a value of 35. Materials for backfilling
will be placed in layers not to exceed ten inches (loose measurement),
wetted if required, and thoroughly compacted with hand-operated mechanical
tampers. It is proposed that all previous excavations around the areas of
structures TV, VI, and VII be backfilled to the natural ground levels by
this method prior to initiation of any roadway embankment work.
In addition to the above described backfilling to natural ground level,
a two foot surcharge of earth is to be placed over the structures to
prevent damage by equipment during the construction process. This
surcharge will then be removed back to natural ground level on structures
IV and VI when construction in the area has ceased.
II. Analysis and Preservation of Materia]. Culture
Departmental archaeologists have developed and continue to analyze
artifacts located during three seasons of excavations.' All material-
culture has been discussed in the reports "First Field Report, Marshall
Powder Mill, 1971 Season" by Frank Weir; in "The Marshall Powder Mill"
by Weir as published in 1973; and in "The Marshall Powder Mill" by Clive
Luke as released in late 1974. The reports describe material cultures
found at the sites as well as artifacts recovered during the 1971 and
1972 excavation seasons.
Artifacts removed during the 1973-74 excavation season have not yet been
catalogued but will be discussed in future reports. Identifiable arti-
"facts of the last season's excavation are currently, being cleaned by an
electrolysis process at the University of Texas Antiquities Conservation
Facility at Balcones Research Center in Austin. After cleaning of iron
oxides by an electrolysis process, the artifacts are then treated with
a microcrystalline wax to prevent further oxidation. Unidentifiable
objects are sandblasted to remove undesirable particles and are then
treated with the microcrystalline wax to prevent further deterioration.
Archaeological investigations made on public lands such as these are
conducted by permit issued by the Texas State Antiquities Committee.
It is the responsibility of the State Antiquities Committee to ad-
minister disposition of the recovered artifacts and .no supaesfion of
- 7c -
- 7 /-
such will be made by this report.
III. Abandonment of a Lateral Roadway through the Site
The attached figure indicates the proposed abandonment of an existing
farm to market road through the original Powder Mill Site. The existing
concrete pipe culvert located 270 feet right of centerline station 119+30
will be removed. Approximately 1100 feet of the existing roadway will be
obliterated between the structure and the county road lying to the east.
After obliteration of the roadway, 1.85 acres of previously used right of
way will be returned to the adjacent property owner.
IV. Screening to Provide Mimiraum Alteration of Site Aesthetics
2 ; ^
*
Native vegetation planted at the natural ground elevations are proposed
as a screening measure to provide minimum alteration of site aesthetics.
Planting of three rows of pine trees along the right of way area will
accomplish this objective. Planting will be made on six foot centers
along the rows with rows six feet apart. Planting along different rows
will be staggered to produce a complete natural screening of the facility.
Location of screening is shown on the attached figure.
Pines are predominant in the woodlands existing immediately adjacent to
the proposed facility and the screening will blend uniformly with the
"N
surroundings.
loo Z.OO
LOOP 3VO - HAPPISOtJ COUKJTY
MAR5ALL POWDER MILL AREA
\
10/22/2012 ^
27541 7 1 24 00 ^