O'Bryne's Ferry Covered Bridge

O'Bryne's Ferry Covered Bridge was a structure located at the Stanislaus River along the Tuolumne County and Calaveras County line. O'Bryne's Ferry Covered Bridge was constructed during 1862 as a replacement for an earlier suspension bridge. O'Bryne's Ferry Covered Bridge was removed during 1955 as part of the Tri-Dam project which formed Lake Tulloch. O'Bryne's Ferry Covered Bridge can be seen as the blog cover photo as featured in the September 1950 California Highways & Public Works.

The history of O'Bryne's Covered Bridge

The history of O'Bryne's Covered Bridge was featured in the September 1950 California Highways & Public Works. O'Byrne's Ferry was cable ferry crossing of the Stanislaus River which was constructed during the early California Gold Rush by Patrick O'Bryne. The first O'Byrne's Ferry Bridge opened in 1852 as a suspension span. The original O'Byrne's Ferry Bridge was overloaded by oxen during November 1853 but was soon rebuilt. The original O'Byrne's Ferry Bridge was destroyed in an 1862 flood which led to it being replaced by a covered bridge.

O'Bryne's Ferry Covered Bridge can be seen in a photo featured in the September 1950 California Highways & Public Works.

O'Bryne's Ferry Covered Bridge can be seen on the 1916 United States Geological Survey map of Copperopolis.

The site of O'Bryne's Ferry Covered Bridge can be seen at the Stanislaus River and Calaveras County line along O'Bryne's Ferry Road on the 1935 Division of Highways Map of Tuolumne County.

The O'Byrne Ferry Covered Bridge was removed during 1955 as part of the Tri-Dam Project which eventually formed Lake Tulloch. O'Byrne's Ferry Road was subsequently realigned via a bridge which crossed the Tuolumne/Calaveras County line at the site of Lake Tulloch. The relocated O'Byrne's Ferry Road can be seen on the 1962 United States Geological Survey map of Copperopolis.

O'Byrne's Ferry Road was assigned as part of County Route E15 by 1974. The current O'Byrne's Ferry historical plaque was placed by the Calaveras County Historical Society during 1993 along County Route E15.

Comments

I-40 rockslide uncovers old debates on highway

The Asheville Citizen-Times continues to do a great job covering all the angles of the Interstate 40 Haywood County rock slide. An article in Sunday's edition provides a strong historical perspective on how the Pigeon River routing of Interstate 40 came about. And perhaps most strikingly, in an article that ran just prior to the highway's opening in the fall of 1968, how engineers from both Tennessee and North Carolina warned "...that slides would probably be a major problem along the route for many years." On February 12, 1969, not long after the Interstate opened, the first rock slide that would close I-40 occurred. Like many other Interstates within North Carolina, Interstate 40 through the mountains has a history prior to formation of the Interstate Highway System and was also a heated political battle between local communities. The discussion for a road that would eventually become Interstate 40 dates back to the 1940's as the idea for interregional high

Interstate 210 the Foothill Freeway

The combined Interstate 210/California State Route 210 corridor of the Foothill Freeway is approximately 85.31-miles. The Interstate 210/California State Route 210 corridor begins at Interstate 5 at the northern outskirts of Los Angeles and travels east to Interstate 10 in Redlands of San Bernardino County. Interstate 210 is presently signed on the 44.9-mile segment of the Foothill Freeway between Interstate 5 and California State Route 57. California State Route 210 makes up the remaining 40.41 miles of the Foothill Freeway east to Interstate 10. Interstate 210 is still classified by the Federal Highway Administration as existing on what is now signed as California State Route 57 from San Dimas south to Interstate 10. The focus of this blog will mostly be on the history of Interstate 210 segment of the Foothill Freeway. Part 1; the history of Interstate 210 and California State Route 210 Interstate 210 (I-210) was approved as a chargeable Interstate during September of

Former California State Route 41 past Bates Station

When California State Route 41 was commissioned during August 1934 it was aligned along the then existing Fresno-Yosemite Road north of the San Joaquin River. Within the Sierra Nevada foothills of Madera County, the original highway alignment ran past Bates Station via what is now Madera County Road 209, part of eastern Road 406 and Road 207. Bates Station was a stage station plotted during the early 1880s at what was the intersection of the Coarsegold Road and Stockton-Los Angeles Road. The modern alignment bypassing Bates Station to the east would be reopened to traffic during late 1939. Part 1; the history of California State Route 41 past Bates Station Bates Station was featured as one of the many 1875-1899 Madera County era towns in the May 21, 1968, Madera Tribune . Post Office Service at Bates Station is noted to have been established on November 23, 1883 and ran continuously until October 31, 1903. The postal name was sourced from Bates Station owner/operator George Ba