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Georgia State Route 223

From Wikipedia, the free encyclopedia

State Route 223 marker

State Route 223

Map
SR 223 highlighted in red
Route information
Maintained by GDOT
Length20.9 mi[3] (33.6 km)
Existed1944[1][2]–present
Major junctions
West end SR 17 in Thomson
Major intersections
East end US 78 / US 278 / SR 10 in Augusta
Location
CountryUnited States
StateGeorgia
CountiesMcDuffie, Columbia, Richmond
Highway system
  • Georgia State Highway System
SR 222 SR 224

State Route 223 (SR 223) is a 20.9-mile-long (33.6 km) east–west state highway in the east-central part of the U.S. state of Georgia. Its routing travels through portions of McDuffie, Columbia, and Richmond counties. The highway connects Thomson with Grovetown, Augusta, and Fort Eisenhower. Except for the portions in Thomson, Grovetown, and Augusta, the highway is relatively rural.

YouTube Encyclopedic

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  • Westward Expansion: Crash Course US History #24

Transcription

Episode 24: Western Expansion Hi, I’m John Green, this is Crash Course U.S. History and today we leave behind the world of industry and corporations to talk about the Wild Wild West. Spoiler Alert: You have died of dysentery. And in the process, we’re going to explore how all of us, even those of us who are vegan or eat sustainably-produced food. benefit from massive agribusiness that has its roots in the Wild Wild West. The West still looms large in American mythology as the home of cowboys and gunslingers and houses of ill repute and freedom from pesky government interference, but in fact-- It was probably not as wild as we’ve been told. Ugh, Mr. Green, why can’t America live up to its myths just once? Because this is America, Me from the Past, home to Hollywood and Gatsby and Honey Boo Boo. We are literally in the mythmaking business. intro So, before the Hollywood western, the myth of the Frontier probably found its best expression in Frederick Jackson Turner’s 1893 lecture, “the Significance of the Frontier in American History.” Turner argued that the West was responsible for key characteristics of American culture: beliefs in individualism, political democracy, and economic mobility. Like, for 18th and 19th century Americans, the western frontier represented the opportunity to start over, and possibly to strike it rich by dint of one’s own individual effort, even back when the West was, like, Ohio.[1] In this mythology, the west was a magnet for restless young men who lit out for the uncorrupted, unoccupied, untamed territories to seek their fortune. But, in reality, most western settlers went not as individuals but as members of a family or as part of an immigrant group. And they weren’t filling up unoccupied space either because most of that territory was home to American Indians. Also, in addition to Easterners and migrants from Europe, the West was settled by Chinese people and by Mexican migrant laborers and former slaves. Plus, there were plenty of Mexicans living there already who became Americans with the treaty of Guadalupe Hidalgo. And the whole west as “a place of rugged individualism and independence” turns out to be an oversimplification. I mean, the federal government, after all, had to pass the law that spurred homesteading, then had to clear out American Indians already living there, and had to sponsor the railroads that allowed the West to grow in the first place. About as individualistic as the government buying Walden Pond for Henry David Thoreau. What’s that? It’s a state park now? The government owns it? Well, there you go. Now, railroads didn’t create the desire to settle the west but they did make it possible for people who wanted to live out west to do so, for two reasons. First, without railroads there would be no way to bring crops or other goods to market. I mean, I guess you could dig a canal across Kansas, but, if you’ve ever been to Kansas that is not a tantalizing proposition. Second, railroads made life in the west profitable and livable because they brought the goods that people needed such as tools for planting and sowing, shoes for wearing, books for putting on your shelf and pretending to have read. Railroads allowed settlers to stay connected with the modernity that was becoming the hallmark of the industrialized world in the 19th century. Now, we saw last week that the Federal government played a key role in financing the transcontinental railroad, but state governments got into the act too, often to their financial detriment. In fact, so many states nearly went bankrupt financing railroads that most states now have constitutional requirements that they balance their budgets. But perhaps the central way that the Federal government supported the railroads, and western settlement and investment in general, was by leading military expeditions against American Indians, rounding them up on ever-smaller reservations, and destroying their culture. Let’s go to the Thought Bubble. There was an economic as well as a racial imperative to move the Native Americans off their land: white people wanted it. Initially it was needed to set down railroad tracks, and then for farming, but eventually it was also exploited for minerals like gold and iron and other stuff that makes industry work. I mean, would you really want a territory called the Badlands unless it had valuable minerals? Early western settlement, of the Oregon Trail kind, did not result in huge conflicts with Native Americans, but by the 1850s, a steady stream of settlers kicked off increasingly bloody conflicts that lasted pretty much until 1890. Even though the fighting started before the Civil War, the end of the “war between the states” meant a new, more violent phase in the warring between American Indians and whites. General Philip H. “Little Phil” Sheridan set out to destroy the Indians’ way of life, burning villages and killing their horses and especially the buffalo that was the basis of the plains tribes’ existence. There were about 30 million buffalo in the U.S. in 1800; by 1886 the Smithsonian Institute had difficulty finding 25 “good specimens.”[2] In addition to violent resistance, some Indians turned to a spiritual movement to try to preserve their traditional way of life. Around 1890 the Ghost Dance movement arose in and around South Dakota. Ghost Dancers believed that if they gathered together to dance and engage in religious rituals, eventually the white man would disappear and the buffalo would return, and with them the Indians’ traditional customs. But even though a combined force of Sioux and Cheyenne warriors completely destroyed George Custer’s force of 250 cavalrymen at Little Bighorn in 1876, and Geronimo took years to subdue in the Southwest, western Native Americans were all defeated by 1890, and the majority were moved to reservations. Thanks, Thought Bubble. Boy, this Wild West episode sure is turning out to be loads of fun! It’s just like the Will Smith movie! Alright, Stan, this is about to get even more depressing, so let’s look at, like, some pretty mountains and western landscapes and stuff, while I deliver this next bit. So in 1871 the U.S. government ended the treaty system that had since the American Revolution treated Native American land as if they were independent nations. And then with the Dawes Act of 1887, the lands set aside for the Indians were allotted to individual families rather than to tribes. Indians who “adopted the habits of civilized life,” which in this case meant becoming small scale individualistic Jeffersonian farmers, would be granted citizenship and there were supposed to be some protections to prevent their land from falling out of Native American possession. But, these protections were not particularly protective and much of the Indian land was purchased either by white settlers or by speculators. After the passage of the Dawes Act “Indians lost 86 million of the 138 million acres of land in their possession.” [3] Oh boy, it’s time for the Mystery Document. The rules here are simple. I guess the author of the Mystery Document. And then you get to see me get shocked when I’m wrong. Alright. I have seen the Great Father Chief the Next Great Chief the Commissioner Chief; the Law Chief; and many other law chiefs and they all say they are my friends, and that I shall have justice, but while all their mouths talk right I do not understand why nothing is done for my people. I have heard talk and talk but nothing is done (…) Words do not pay for my dead people. They do not pay for my country now overrun by white men. They do not protect my father's grave. (…) Good words will not give my people a home where they can live in peace and take care of themselves. I am tired of talk that comes to nothing. It makes my heart sick when I remember all the good words and all the broken promises. I mean that could be almost any American Indian leader. This is totally unfair, Stan. All I really know about this is that the Great Father Chief is the President. I mean it could be any of a dozen people. How bout if I say the name in 10 seconds I don’t get punished? Aaaand start. Sitting Bull Crazy Horse Geronimo Chief Big Foot um Keokuk Chief Oshkosh Chief Joseph Ch-OH YES YES SUCK IT STAN SUCK IT! And now let us move from tragedy to tragedy. So if you’re thinking that it couldn’t get worse for the Native Americans: it did. After killing off the buffalo, taking their land and forcing Indians onto reservations, the Bureau of Indian Affairs instituted a policy that amounted to cultural genocide. It set up boarding schools, the most famous of which was in Carlisle, PA, where Indian children were forcefully removed from their families to be civilized. This meant teaching them English, taking away their clothes, their names, and their family connections. The idea put succinctly, was to “kill the Indian, save the man.” Now, the U.S. wasn’t the only nation busy subjugating its indigenous inhabitants and putting them on reservations in the late 19th century. Like, something similar was happening in South Africa, in Chile, and even to First Peoples in Canada. And you’re usually so good, Canada. Although the slower pace of western settlement meant that there was much less bloodshed, so, another point to Canada. And as bad as the American boarding school policy was, at least it was short lived compared with Australia’s policy of removing Aboriginal children from families and placing them with white foster families, which lasted until the 1970s. Alright, Stan, we need to cheer this episode up. Let’s talk about cowboys! The Marlboro Man riding the range, herding cows and smoking, solitary in the saddle, alone in his emphysema. Surely that is the actual West, the men and women but mostly men who stood apart from the industrializing country as the last of Jefferson’s rugged individuals. But, no. Once again, we have the railroad to thank for our image of the cowboy. Like, those massive cattle drives of millions of cows across open range Texas? Yeah, they ended at towns like Abilene, and Wichita, and Dodge City--because that’s where the railheads were. Without railroads, cowboys would have just driven their cattle in endless circles. And without industrial meat processing, there wouldn’t have been a market for all that beef. And it was a lot of beef. You know what I’m talking about. I’m actually talking about beef. By the mid 1880s the days of open range ranching were coming to an end as ranchers began to enclose more and more land and set up their businesses closer to, you guessed it, railroad stations. There are also quite a few things about western farming that just fly in the face of the mythical Jeffersonian yeoman farmer ideal. Firstly, this type of agricultural work was a family affair; many women bore huge burdens on western farms, as can be seen in this excerpt from a farm woman in Arizona: “Get up, turn out my chickens, draw a pail of water … make a fire, put potatoes to cook, brush and sweep half inch of dust off floor, feed three litters of chickens, then mix biscuits, get breakfast, milk, besides work in the house and this morning had to go half mile after calves.” These family-run farms were increasingly oriented towards production of wheat and corn for national and even international markets rather than trying to eke out subsistence. Farmers in Kansas found themselves competing with farmers in Australia and Argentina, and this international competition pushed prices lower and lower. Secondly, the Great Plains, while remarkably productive agriculturally, wouldn’t be nearly as good for producing crops without massive irrigation projects. Much of the water needed for plains agriculture comes a massive underground lake, the Oglala Aquifer. Don’t worry, by the way, the Aquifer is fed by a magic and permanent H20 factory in the core of the earth that you can learn about in Hank’s show, Crash Course Chemistr--What’s that? It’s going dry. MY GOD THIS IS A DEPRESSING EPISODE. Anyway, large-scale irrigation projects necessitate big capital investments and therefore large, consolidated agricultural enterprises that start to look more like agri-business than family farms. I mean, by 1900, California was home to giant commercial farms reliant on irrigation and chemical fertilizers. Some of them were owned, not by families, but by big corporations like the Southern Pacific Railroad. And they were worked by migrant farm laborers from China, the Philippines, Japan, Mexico. As Henry George, a critic of late 19th century corporate capitalism, wrote “California is not a country of farms, but … of plantations and estates.”[4] When studying American history, it’s really easy to get caught up in the excitement of industrial capitalism with its robber barons, and new technologies, and fancy cities because that world looks very familiar to us, probably because it’s the one in which we live. After all, if I was running a farm like that Arizona woman I talked about earlier, there’s no way I could be making these videos because I’d be chasing my calves. I don’t even know what a litter of chickens is. Is it four chickens? Twelve? Six? It’s probably twelve because eggs do come in dozens. The massive agricultural surplus contemporary farms create, and the efficient transportation network that gets that surplus to me quickly, makes everything else possible--from YouTube to Chevy Volts. And no matter who you are, you benefit from the products that result from that massive surplus. That’s why we’re watching YouTube right now. Or watching Crash Course on DVD, available for pre-order now. Look at that beautiful box set of DVDs that would not be possible without a massive agricultural surplus. So, agriculture and animal husbandry did change a lot in late 19th century America as we came to embrace the market driven ethos that we either celebrate or decry these days. And in the end, the Wild West ends up looking a lot more like industrial capitalism than like a Larry McMurtry novel. The Wild West, like the rest of the industrialized world, was incentivized to increase productivity and was shaped by an increasingly international economic system. And it’s worth remembering that even though we think of the Oregon Trail and the Wild West being part of the same thing, in fact, they were separated by the most important event in American history: the Civil War. I know that ain’t the mythologizing you’ll find in Tombstone, but it is true. Thanks for watching. I’ll see you next week. Crash Course is produced and directed by Stan Muller. Our script supervisor is Meredith Danko. The associate producer of the show is Danica Johnson. The show is written by my high school history teacher Raoul Meyer, Rosianna Halse Rojas, and myself. And our graphics team is Thought Café. Every week, there’s a new caption for the libertage. If you’d like to suggest one you can do so in comments where you can also ask questions about today’s video that will be answered by our team of historians. Thanks for watching Crash Course. If you enjoy it, make sure you subscribe. And as we say in my hometown, don’t forget to be awesome...OH, ahh I didn’t get a good push. Westward Expansion - ________________ [1] Foner, Give me Liberty ebook version p. 644 [2] Foner Give me Liberty ebook version p. 648 [3] Ibid p 654. [4] Foner Give me Liberty p. 647

Route description

SR 223 begins at an intersection with SR 17 (Main Street) in Thomson, in central McDuffie County. Here, SR 223 is known as White Oak Street. At the intersection with Holt Street, it curves to the east-southeast and becomes known as White Oak Road. After that, it curves to the east-northeast. On the eastern edge of the city, the highway travels between Thomson High School and Thomson–McDuffie Middle School. Just after leaving the city limits, it has an intersection with US 78/SR 10/SR 17 Byp. (Thomson Bypass). The highway curves to the northeast and enters Columbia County.[3]

SR 223 intersects the southern terminus of SR 388 in Grovetown, where both highways meet the eastern terminus of Harlem-Grovetown Road.
SR 223, just northwest of its eastern terminus in Augusta, looking northwest toward Grovetown (note the discrepancy in signage, "north" vs. "west")

Almost immediately, SR 223 curves back to the east-southeast at a point just southeast of White Oak Campground. At the intersection with Hinton Wilson Road, SR 223 becomes known as Wrightsboro Road. Farther to the east, Wrightsboro Road is an important urban corridor in the Augusta metropolitan area. The highway crosses over Kiokee Creek and has a slight northward jog before continuing to the southeast. Approximately 0.5 miles (0.80 km) later, it intersects US 221/SR 47 (Appling–Harlem Road) at a roundabout. The road then curves to a more east-southeasterly routing and crosses over Little Kiokee Creek. Then, it travels just south of Euchee Creek Elementary School and Euchee Creek Library. A short distance later, the roadway crosses over the northern terminus of the Grovetown Trails at Euchee Creek, briefly skirting along the northwestern city limits of Grovetown in the process. A few hundred feet later, the highway enters Grovetown proper and has an intersection with the eastern terminus of Harlem–Grovetown Road. This intersection also marks the southern terminus of SR 388, which takes on the "Wrightsboro Road" name, while SR 223 continues as West Robinson Avenue. The highway travels to the southeast. Just before intersecting the northern terminus of Newmantown Road, it curves to the east-southeast. Upon crossing some railroad tracks of CSX, it becomes East Robinson Avenue. Between the southern terminus of 2nd Avenue and the northern terminus of Hollingsworth Drive, it passes the city's fire and police department. It then curves to the south-southeast. At an intersection with the western terminus of Selkirk Way, SR 223 curves back to the southeast. Just past an intersection with the southern terminus of Pepper Hill Drive, the highway leaves the city limits of Grovetown and enters Richmond County and the city limits of Augusta.

Immediately, SR 223 meets its eastern terminus, an intersection with US 78/US 278/SR 10 (Gordon Highway). The roadway formally continues to Fort Eisenhower's Gate 2. But since after the Gordon Highway widening project has been completed in mid 2022, the gate is closed and blocked ever since. All traffic must turn a left or a right at its terminus.[3]

The only segment of SR 223 that is included as part of the National Highway System, a system of routes determined to be the most important for the nation's economy, mobility and defense, is from just west of the SR 388 intersection in Grovetown to its eastern terminus in Augusta.[4]

History

SR 223 was established in 1943, but on a path from SR 12 (which currently also carries US 278) in Norwood northeast to SR 80 in Cadley.[1][2] Between November 1946 and February 1948, a separate segment of SR 223 was built from SR 80 in Cedar Rock to SR 12 in Thomson; however, there was no indication if it was concurrent with SR 80 between Cadley and Cedar Rock.[5][6] This segment of SR 223 began just west of the WarrenMcDuffie county line. It was known as Norwood Road at the western terminus of this segment. It traveled to the north-northeast and very quickly changed to Cedar Rock Road. The highway curved to the east-southeast and crossed over Childers Creek. At its intersection with Sallywhite Road, it began to curve to the east-northeast. The highway then curved to the southeast. It crossed over, but did not have an interchange with, Interstate 20 (I-20; Carl Sanders Highway). Approximately 2,500 feet (760 m) later, SR 223 curved back to the east-northeast, but quickly curved to the east-southeast. Just after crossing over Mattox Creek, it curved to the south-southeast, and entered Thomson. At the city limits, the highway was known as Hickory Hill Drive and passed by Hickory Hill, a historic house museum, which is a National Historic Landmark, it was a home of Georgia Populist Party co-founder Thomas E. Watson.[7][8] At the intersection with Lee and Lumpkin Streets, SR 223 was known as Tom Watson Way (named for Watson). It intersected SR 17 (Main Street) and the western terminus of SR 150 (Gordon Street). SR 17/SR 223 traveled concurrently to the south-southeast for about four blocks, where SR 223 split off to the northeast on White Oak Street, as it currently travels.[9]

Between June 1954 and June 1955, a road that would eventually become a further eastern segment was built from US 78/US 278/SR 10/SR 12 in Thomson to another intersection with those highways west-southwest of Augusta. At this time, all three highways were paved.[10][11] Between June 1960 and June 1963, the segment from Thomson and what is now western Augusta was designated as part of SR 223; however, there was no indication if it was concurrent with US 78/US 278/SR 10/SR 12 in Thomson.[12][13] Between 1972 and 1974, the eastern terminus of the central segment in Thomson was shifted northward to directly connect with the western terminus of SR 150.[14][15] At least between 1973 and 1980, SR 223 was indicated to be concurrent with SR 80 between Cadley and Cedar Rock.[16][17] In 1981, the Norwood–Cedar Rock portion of the highway was decommissioned.[18][19] Between 2011 and 2013, the segment of the highway from Cedar Rock to Thomson was decommissioned.[20][21]

Major intersections

CountyLocationmi[3]kmDestinationsNotes
McDuffieThomson0.00.0 SR 17 (Main Street) – Wrens, Warrenton, WashingtonWestern terminus; former eastern end of SR 17 concurrency
2.03.2 US 78 / SR 10 / SR 17 Byp. (Thomson Bypass) – Lincolnton, Washington
Columbia12.019.3 US 221 / SR 47 (Appling–Harlem Road) – Harlem, ApplingRoundabout
Grovetown18.730.1

SR 388 north (Wrightsboro Road east) / Harlem–Grovetown Road west to I-20
Southern terminus of SR 388; eastern terminus of Harlem–Grovetown Road; SR 388 takes on Wrightsboro Road name
RichmondAugusta20.933.6 US 78 / US 278 / SR 10 (Gordon Highway) – Harlem, Augusta, Fort Eisenhower, Augusta State Medical PrisonEastern terminus; prior to mid 2022, the roadway continues to Fort Eisenhower's Gate 2 is now blocked and closed; all traffic must turn left or right
1.000 mi = 1.609 km; 1.000 km = 0.621 mi

See also

References

  1. ^ a b State Highway Department of Georgia (January 1, 1943). System of State Roads (PDF) (Map). Scale not given. Atlanta: State Highway Department of Georgia. OCLC 5673161. Retrieved August 11, 2015.
  2. ^ a b State Highway Department of Georgia (January 1, 1944). System of State Roads (PDF) (Map). Scale not given. Atlanta: State Highway Department of Georgia. OCLC 5673161. Retrieved August 11, 2015.
  3. ^ a b c d Google (June 18, 2014). "Overview map of SR 223" (Map). Google Maps. Google. Retrieved June 18, 2014.
  4. ^ National Highway System: Augusta-Richmond County, GA--SC (PDF) (Map). Federal Highway Administration. March 25, 2015. Retrieved November 25, 2016.
  5. ^ State Highway Department of Georgia (1946). System of State Roads (PDF) (Map). Scale not given. Atlanta: State Highway Department of Georgia. OCLC 5673161. Retrieved August 11, 2015. (Corrected to November 7, 1946.)
  6. ^ State Highway Department of Georgia (1948). System of State Roads (PDF) (Map). Scale not given. Atlanta: State Highway Department of Georgia. OCLC 5673161. Retrieved August 11, 2015. (Corrected to February 28, 1948.)
  7. ^ Mary Jane Gregory and Ralph Christian (January 1976). "National Register of Historic Places Inventory-Nomination: Hickory Hill; Thomas E. Watson House" (pdf). National Park Service. and Accompanying three photos, exterior, from 1975 (32 KB)
  8. ^ "Thomas E. Watson House". National Historic Landmark summary listing. National Park Service. Archived from the original on January 31, 2009. Retrieved April 28, 2008.
  9. ^ Google (June 1, 2018). "Overview map of SR 223's former Cedar Rock–Thomson segment" (Map). Google Maps. Google. Retrieved June 1, 2018.
  10. ^ State Highway Department of Georgia (1954). State Highway System and Other Principal Connecting Roads (PDF) (Map). Scale not given. Atlanta: State Highway Department of Georgia. OCLC 5673161. Retrieved August 11, 2015. (Corrected to June 1, 1954.)
  11. ^ State Highway Department of Georgia (1955). State Highway System and Other Principal Connecting Roads (PDF) (Map). Scale not given. Atlanta: State Highway Department of Georgia. OCLC 5673161. Retrieved August 11, 2015. (Corrected to June 1, 1955.)
  12. ^ State Highway Department of Georgia (1960). State Highway System and Other Principal Connecting Roads (PDF) (Map) (1960–1961 ed.). Scale not given. Atlanta: State Highway Department of Georgia. OCLC 5673161. Retrieved June 1, 2018. (Corrected to June 1, 1960.)
  13. ^ State Highway Department of Georgia (1963). State Highway System and Other Principal Connecting Roads (PDF) (Map). Scale not given. Atlanta: State Highway Department of Georgia. OCLC 5673161. Retrieved August 11, 2015. (Corrected to June 1, 1963.)
  14. ^ Georgia Department of Transportation (January 1973). Official Highway Map (PDF) (Map). Scale not given. Atlanta: Georgia Department of Transportation. Retrieved June 1, 2018.
  15. ^ Georgia Department of Transportation (January 1974). Official Highway Map (PDF) (Map) (1974–1975 ed.). Scale not given. Atlanta: Georgia Department of Transportation. Retrieved June 1, 2018.
  16. ^ Georgia Department of Transportation (1974). General Highway Map: Warren County, Georgia (Map). Atlanta: Georgia Department of Transportation – via GDOT Maps.
  17. ^ Georgia Department of Transportation (1980). General Highway Map: Warren County, Georgia (Map). Atlanta: Georgia Department of Transportation – via GDOT Maps.
  18. ^ Georgia Department of Transportation (1981). Official Highway and Transportation Map (PDF) (Map) (1981–1982 ed.). Scale not given. Atlanta: Georgia Department of Transportation. Retrieved May 27, 2017.
  19. ^ Georgia Department of Transportation (1982). Official Highway and Transportation Map (PDF) (Map). Scale not given. Atlanta: Georgia Department of Transportation. Retrieved May 27, 2017.
  20. ^ Georgia Department of Transportation (2011). Official Highway and Transportation Map (PDF) (Map) (2011–2012 ed.). Scale not given. Atlanta: Georgia Department of Transportation. OCLC 770217845. Retrieved August 11, 2015.
  21. ^ Georgia Department of Transportation (2013). Official Highway and Transportation Map (PDF) (Map) (2013–2014 ed.). Scale not given. Atlanta: Georgia Department of Transportation. Retrieved August 11, 2015.

External links

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