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D in the Heart of Texas             

Jerry T. Dealey

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November 1963, Why Dallas? (Part 1)

Early History of Texas
The Europeans and American Settlers
John Neely Bryan – And Other Early Founders
Some Wheeling-Dealing to Grow a City
George Bannerman Dealey
The Dallas Morning News is Born
The Great 1908 Flood
G. B. Promotes Other Early Dallas Growth
The "City of Hate"
Building the ‘Subway’, Triple Underpass, Dealey Plaza
The Other Buildings Around Dealey Plaza
The Elder G. B. Dealey
The Dallas "Citizens Council"
The ‘Right Wing’ Direction of Dallas - "City of Hate" Revisited
A ‘Turn-Around’ for the Dallas Morning News
The Pre-November ‘Hate’ Incidents
Dallas’ Law Enforcement
November 1963, Why Dallas?
Dealey Plaza Changes To-Date

The motorcade route itself has long been, and will continue to be, a point of conjecture for Assassination Researchers. Most importantly, the discussion centers on the route through Dealey Plaza itself. I have heard, or read, of many Researchers who question why the motorcade could not simply “jump the curb” between Main and Elm Streets, to make the right turn onto Stemmons Freeway. I have even read at least one researcher write that the curb was little more than a “speed bump”, and that Dallas citizens jumped over it all of the time. While it is true that a 4-wheel drive or high clearance vehicle jumps over the curb frequently, it is not ‘normal’.

The curb today is 5 to 6 inches high, and the width of the divider is about 3 feet (or more) at the point that a right turn to Stemmons Freeway is possible. The divider continues past the freeway entrance some number of feet. But it should also be noted that the streets have had new pavement laid on them, over the original pavement level present in 1963. So these curbs could have been as high as 9 inches in 1963 (I have heard of nobody investigating the exact height at that time). While this may be a “speed bump” for some vehicles, it is hardly something you would want to pass an entire motorcade across! This is especially true of one with a long, low-riding limousine, numerous motorcycle escorts, press busses, and numerous other vehicles.

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The "Dealey Annex" in 1964. This is the area west of the Triple Underpass, built on the land donated by G. B. Dealey. The divider with the sign on it, ran between Elm St. (top) and Main St. It ran from the underpass at a width of about 4 feet, down to 1 foot where the sign was. In addition to signs, it also held a lamp post, and would be difficult for a motorcade to cross.

The other question about the selection of the motorcade route has logically been: Why Main Street? If the Secret Service were seriously concerned about the 120-degree turn, why didn’t they simply take the motorcade down Elm St., and eliminate the turn. Elm St. was as wide as Main St., and they could certainly get the same number of spectators along it. (I don’t know if there was some form of construction on Elm that prevented this consideration, nor have I known of any Researchers investigating this.) But Main St. had always been Dallas’ traditional parade route. All major parades had occurred down Main St., which centers the heart of downtown Dallas. Additionally, the name of “Main St.” itself suggests the route a Presidential motorcade should use. If you are President of the United States, running for re-election, you don’t want to be “slinking” down side streets, but want to be parading prominently down the Main street of any American city.

IE150-1.GIF - 6031 BytesD in the Heart of Texas - Table of Contents
03LEFT.JPG - 1910 Bytes Dallas' Law Enforcement
03RIGHT.JPG - 1880 Bytes November 1963, Why Dallas? (Part 2)

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Last edited June 3, 2003