PONTOON BRIDGE - Revision history

Randylyon at 16:21, 1 September 2021

2021-09-01T16:21:24Z

← Older revision		Revision as of 16:21, 1 September 2021
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	12. "The Pontoon," ''Dubuque Herald'', April 20, 1876, p. 4. Online: https://news.google.com/newspapers?nid=uh8FjILnQOkC&dat=18760420&printsec=frontpage&hl=en		12. "The Pontoon," ''Dubuque Herald'', April 20, 1876, p. 4. Online: https://news.google.com/newspapers?nid=uh8FjILnQOkC&dat=18760420&printsec=frontpage&hl=en

			[[Category: Bridges]]
			[[Category: Channel]]

Randylyon at 15:53, 1 September 2021

2021-09-01T15:53:50Z

← Older revision		Revision as of 15:53, 1 September 2021
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	On June 9, 1874 citizens interested in a pontoon bridge met in Dubuque. Among the resolutions passed was one to add the name of Dubuque to a bill already in Congress to construct such bridges at Clinton, Iowa and Prairie du Chien, Wisconsin. (2) Another proposal called for constructing a passageway along both sides of the railroad tracks. The City of Dubuque was asked to be financially responsible for all accidents that might occur. This plan was rejected. Another plan called for the building of railway carriages to transport wagons and merchandise. A group of businessmen traveled to Omaha, Nebraska to see such a bridge in use, but the plan was turned down as unsatisfactory.		On June 9, 1874 citizens interested in a pontoon bridge met in Dubuque. Among the resolutions passed was one to add the name of Dubuque to a bill already in Congress to construct such bridges at Clinton, Iowa and Prairie du Chien, Wisconsin. (2) Another proposal called for constructing a passageway along both sides of the railroad tracks. The City of Dubuque was asked to be financially responsible for all accidents that might occur. This plan was rejected. Another plan called for the building of railway carriages to transport wagons and merchandise. A group of businessmen traveled to Omaha, Nebraska to see such a bridge in use, but the plan was turned down as unsatisfactory.

	With the rejection of other concepts, Quigley's pontoon bridge ideas gained increasing acceptance. The bridge to be located one hundred feet south of the railroad bridge was expected to cost $35,000 and four dollars daily to operate. When finished the bridge was expected to be 1600 feet long and have a draw, the pontoon part, of 600 feet. (3) Quigley's plan called for approaches to the bridge to be built on both sides of the main ~~channel~~. The span between these approaches would be small, and the main channel was to be spanned by the pontoon, a large flat-bottomed barge. One end of the barge would be permanently tied to a pier. The other end would be free to swing out-of-the-way to allow boats and rafts to pass. Swinging the barge back into place would be accomplished with an engine and cable.		With the rejection of other concepts, Quigley's pontoon bridge ideas gained increasing acceptance. The bridge to be located one hundred feet south of the railroad bridge was expected to cost $35,000 and four dollars daily to operate. When finished the bridge was expected to be 1600 feet long and have a draw, the pontoon part, of 600 feet. (3) Quigley's plan called for approaches to the bridge to be built on both sides of the main [[CHANNEL]]. The span between these approaches would be small, and the main channel was to be spanned by the pontoon, a large flat-bottomed barge. One end of the barge would be permanently tied to a pier. The other end would be free to swing out-of-the-way to allow boats and rafts to pass. Swinging the barge back into place would be accomplished with an engine and cable.

	Stockholders were expected to receive two dollars annually. Claims were made in 1874 that the bridge would be operative all year round. (4)		Stockholders were expected to receive two dollars annually. Claims were made in 1874 that the bridge would be operative all year round. (4)

Randylyon at 19:24, 8 February 2021

2021-02-08T19:24:02Z

← Older revision		Revision as of 19:24, 8 February 2021
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	[[Image:pontoonbridge.gif\|left\|thumb\|350px\|The idea of a pontoon bridge in Dubuque was briefly considered.]]PONTOON BRIDGE. Proposed crossing point between Dubuque and Illinois over the [[MISSISSIPPI RIVER]]. The first organized effort to gain support for the bridge came during the term of Mayor Peaslee. Among those proposing a bridge were M. Tschirgi, Jr., an engineer, and Dr. [[QUIGLEY, John P.\|~~Jphn~~ P. QUIGLEY]] who was first credited with the idea of a pontoon bridge. His support of the idea served to earn his the local nickname, "Pontoon Doc." (1)		[[Image:pontoonbridge.gif\|left\|thumb\|350px\|The idea of a pontoon bridge in Dubuque was briefly considered.]]PONTOON BRIDGE. Proposed crossing point between Dubuque and Illinois over the [[MISSISSIPPI RIVER]]. The first organized effort to gain support for the bridge came during the term of Mayor Peaslee. Among those proposing a bridge were M. Tschirgi, Jr., an engineer, and Dr. [[QUIGLEY, John P.\|John P. QUIGLEY]] who was first credited with the idea of a pontoon bridge. His support of the idea served to earn his the local nickname, "Pontoon Doc." (1)

	On June 9, 1874 citizens interested in a pontoon bridge met in Dubuque. Among the resolutions passed was one to add the name of Dubuque to a bill already in Congress to construct such bridges at Clinton, Iowa and Prairie du Chien, Wisconsin. (2) Another proposal called for constructing a passageway along both sides of the railroad tracks. The City of Dubuque was asked to be financially responsible for all accidents that might occur. This plan was rejected. Another plan called for the building of railway carriages to transport wagons and merchandise. A group of businessmen traveled to Omaha, Nebraska to see such a bridge in use, but the plan was turned down as unsatisfactory.		On June 9, 1874 citizens interested in a pontoon bridge met in Dubuque. Among the resolutions passed was one to add the name of Dubuque to a bill already in Congress to construct such bridges at Clinton, Iowa and Prairie du Chien, Wisconsin. (2) Another proposal called for constructing a passageway along both sides of the railroad tracks. The City of Dubuque was asked to be financially responsible for all accidents that might occur. This plan was rejected. Another plan called for the building of railway carriages to transport wagons and merchandise. A group of businessmen traveled to Omaha, Nebraska to see such a bridge in use, but the plan was turned down as unsatisfactory.

Randylyon at 19:23, 8 February 2021

2021-02-08T19:23:32Z

← Older revision		Revision as of 19:23, 8 February 2021
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	[[Image:pontoonbridge.gif\|left\|thumb\|350px\|The idea of a pontoon bridge in Dubuque was briefly considered.]]PONTOON BRIDGE. Proposed crossing point between Dubuque and Illinois over the [[MISSISSIPPI RIVER]]. The first organized effort to gain support for the bridge came during the term of Mayor Peaslee. Among those proposing a bridge were M. Tschirgi, Jr., an engineer, and Dr. J. P. ~~Quigley~~ who was first credited with the idea of a pontoon bridge. His support of the idea served to earn his the local nickname, "Pontoon Doc." (1)		[[Image:pontoonbridge.gif\|left\|thumb\|350px\|The idea of a pontoon bridge in Dubuque was briefly considered.]]PONTOON BRIDGE. Proposed crossing point between Dubuque and Illinois over the [[MISSISSIPPI RIVER]]. The first organized effort to gain support for the bridge came during the term of Mayor Peaslee. Among those proposing a bridge were M. Tschirgi, Jr., an engineer, and Dr. [[QUIGLEY, John P.\|Jphn P. QUIGLEY]] who was first credited with the idea of a pontoon bridge. His support of the idea served to earn his the local nickname, "Pontoon Doc." (1)

	On June 9, 1874 citizens interested in a pontoon bridge met in Dubuque. Among the resolutions passed was one to add the name of Dubuque to a bill already in Congress to construct such bridges at Clinton, Iowa and Prairie du Chien, Wisconsin. (2) Another proposal called for constructing a passageway along both sides of the railroad tracks. The City of Dubuque was asked to be financially responsible for all accidents that might occur. This plan was rejected. Another plan called for the building of railway carriages to transport wagons and merchandise. A group of businessmen traveled to Omaha, Nebraska to see such a bridge in use, but the plan was turned down as unsatisfactory.		On June 9, 1874 citizens interested in a pontoon bridge met in Dubuque. Among the resolutions passed was one to add the name of Dubuque to a bill already in Congress to construct such bridges at Clinton, Iowa and Prairie du Chien, Wisconsin. (2) Another proposal called for constructing a passageway along both sides of the railroad tracks. The City of Dubuque was asked to be financially responsible for all accidents that might occur. This plan was rejected. Another plan called for the building of railway carriages to transport wagons and merchandise. A group of businessmen traveled to Omaha, Nebraska to see such a bridge in use, but the plan was turned down as unsatisfactory.

	With the rejection of other concepts, Quigley's pontoon bridge ideas gained increasing acceptance. The bridge to be located one hundred feet south of the railroad bridge was expected to cost $35,000 and ~~cost~~ four dollars daily to operate. When finished the bridge was expected to be 1600 feet long and have a draw, the pontoon part, of 600 feet. (3) Quigley's plan called for approaches to the bridge to be built on both sides of the main channel. The span between these approaches would be small, and the main channel was to be spanned by the pontoon, a large flat-bottomed barge. One end of the barge would be permanently tied to a pier. The other end would be free to swing out-of-the-way to allow boats and rafts to pass. Swinging the barge back into place would be accomplished with an engine and cable.		With the rejection of other concepts, Quigley's pontoon bridge ideas gained increasing acceptance. The bridge to be located one hundred feet south of the railroad bridge was expected to cost $35,000 and four dollars daily to operate. When finished the bridge was expected to be 1600 feet long and have a draw, the pontoon part, of 600 feet. (3) Quigley's plan called for approaches to the bridge to be built on both sides of the main channel. The span between these approaches would be small, and the main channel was to be spanned by the pontoon, a large flat-bottomed barge. One end of the barge would be permanently tied to a pier. The other end would be free to swing out-of-the-way to allow boats and rafts to pass. Swinging the barge back into place would be accomplished with an engine and cable.

	~~Estimates were made that it would require about four dollars per day to operate.~~ Stockholders were expected to receive two dollars annually. Claims were made in 1874 that the bridge would be operative all year round. (4)		Stockholders were expected to receive two dollars annually. Claims were made in 1874 that the bridge would be operative all year round. (4)

	Soundings were made across the river between the ferry landings on August 6, 1874. (5) It was decided that the river bed at this location was better than near the railroad bridge. The mean depth of water was 10 feet 3 inches. No approaches would be needed. If the pontoon bridge were constructed near the railroad bridge, approaches costing ~~from~~ six thousand to eight thousand dollars would be needed. The pontoon section had been revised to 550 feet, wide enough for the largest log rafts. (6)		Soundings were made across the river between the ferry landings on August 6, 1874. (5) It was decided that the river bed at this location was better than near the railroad bridge. The mean depth of water was 10 feet 3 inches. No approaches would be needed. If the pontoon bridge were constructed near the railroad bridge, approaches costing between six thousand to eight thousand dollars would be needed. The pontoon section had been revised to 550 feet, wide enough for the largest log rafts. (6)

	The Dubuque Pontoon Bridge Company was organized with B. J. O'Neill as president and John McDonald, then manager of the Tillinghast Company chosen secretary. The city gave the company $25,000 and freedom of taxation until the company stock earned eight percent interest. The estimated cost of the project was expected to be $100,000. (7) The City of Dunleith on August 8th formally approved of the project by the "Pile and Pontoon Bridge Company" with the board of supervisors of Jo Daviess County granting a right-of-way. (8)		The Dubuque Pontoon Bridge Company was organized with B. J. O'Neill as president and John McDonald, then manager of the Tillinghast Company chosen secretary. The city gave the company $25,000 and freedom of taxation until the company stock earned eight percent interest. The estimated cost of the project was expected to be $100,000. (7) The City of Dunleith on August 8th formally approved of the project by the "Pile and Pontoon Bridge Company" with the board of supervisors of Jo Daviess County granting a right-of-way. (8)

	Proposed locations for the pontoon bridge, including one site north of the Third Street extension, were submitted to the secretary of war in Washington, D.C. The first two possible locations were rejected at this level. This was explained in a lengthy letter republished in the ''Dubuque Herald''. (9) Engineers in Washington felt that a pontoon bridge was not needed when a wagon bridge could be attached to the railroad bridge. (10) Frustrated by the delay, local proponents of the bridge asked government engineers to suggest a point within the city limits that would be satisfactory. Upon completion of a complete survey of the river, a point was chosen for the western end of the bridge at North First Street. The eastern terminus was located in Grant County, Wisconsin, at a point approximately one and one-eighth miles north of the border of Illinois and Wisconsin.		Proposed locations for the pontoon bridge, including one site north of the Third Street extension, were submitted to the secretary of war in Washington, D.C. The first two possible locations were rejected at this level. This was explained in a lengthy letter republished in the ''Dubuque Herald''. (9) Engineers in Washington felt that a pontoon bridge was not needed when a wagon bridge could be attached to the railroad bridge. (10) Frustrated by the delay, local proponents of the bridge asked government engineers to suggest a point within the city limits where a landing that would be satisfactory. Upon completion of a complete survey of the river, a point was chosen for the western end of the bridge at North First Street. The eastern terminus was located in Grant County, Wisconsin, at a point approximately one and one-eighth miles north of the border of Illinois and Wisconsin.

	On April 5, 1876 the chief of engineers in Washington, D.C. sent a letter to M. Tschirgi, Jr., the chief engineer of the Dubuque Pontoon Bridge Company, announcing approval of a site for the bridge ([[EAGLE POINT]]) suggested by Tschirgi on December 13, 1875. (11)		On April 5, 1876 the chief of engineers in Washington, D.C. sent a letter to M. Tschirgi, Jr., the chief engineer of the Dubuque Pontoon Bridge Company, announcing approval of a site for the bridge ([[EAGLE POINT]]) suggested by Tschirgi on December 13, 1875. (11)

Randylyon at 20:44, 12 March 2019

2019-03-12T20:44:19Z

← Older revision		Revision as of 20:44, 12 March 2019
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	With the rejection of other concepts, Quigley's pontoon bridge ideas gained increasing acceptance. The bridge to be located one hundred feet south of the railroad bridge was expected to cost $35,000 and cost four dollars daily to operate. When finished the bridge was expected to be 1600 feet long and have a draw, the pontoon part, of 600 feet. (3) Quigley's plan called for approaches to the bridge to be built on both sides of the main channel. The span between these approaches would be small, and the main channel was to be spanned by the pontoon, a large flat-bottomed barge. One end of the barge would be permanently tied to a pier. The other end would be free to swing out-of-the-way to allow boats and rafts to pass. Swinging the barge back into place would be accomplished with an engine and cable.		With the rejection of other concepts, Quigley's pontoon bridge ideas gained increasing acceptance. The bridge to be located one hundred feet south of the railroad bridge was expected to cost $35,000 and cost four dollars daily to operate. When finished the bridge was expected to be 1600 feet long and have a draw, the pontoon part, of 600 feet. (3) Quigley's plan called for approaches to the bridge to be built on both sides of the main channel. The span between these approaches would be small, and the main channel was to be spanned by the pontoon, a large flat-bottomed barge. One end of the barge would be permanently tied to a pier. The other end would be free to swing out-of-the-way to allow boats and rafts to pass. Swinging the barge back into place would be accomplished with an engine and cable.

	~~Soundings~~ were made ~~across the river between the ferry landings on August 6, 1874. (4) It was decided~~ that ~~the river bed at this location was better than near the railroad bridge~~. ~~The mean depth of water was 10 feet 3 inches~~. ~~No approaches would be needed. If the pontoon bridge~~ were ~~constructed near~~ the ~~railroad~~ bridge~~, approaches costing from six thousand to eight thousand dollars~~ would be ~~needed. The pontoon section had been revised to 550 feet, wide enough for the largest log rafts~~. (5)		Estimates were made that it would require about four dollars per day to operate. Stockholders were expected to receive two dollars annually. Claims were made in 1874 that the bridge would be operative all year round. (4)

	The ~~Dubuque Pontoon Bridge Company~~ was ~~organized with B~~. J. ~~O'Neill as president and John McDonald, then manager of~~ the ~~Tillinghast Company chosen secretary. The city gave~~ the ~~company $25~~,~~000 and freedom of taxation until the company stock earned~~ eight ~~percent interest~~. The ~~estimated cost of the project was expected~~ to ~~be $100~~,~~000~~. (6~~) The City of Dunleith on August 8th formally approved of the project by the "Pile and Pontoon Bridge Company" with the board of supervisors of Jo Daviess County granting a right-of-way. (7~~)		Soundings were made across the river between the ferry landings on August 6, 1874. (5) It was decided that the river bed at this location was better than near the railroad bridge. The mean depth of water was 10 feet 3 inches. No approaches would be needed. If the pontoon bridge were constructed near the railroad bridge, approaches costing from six thousand to eight thousand dollars would be needed. The pontoon section had been revised to 550 feet, wide enough for the largest log rafts. (6)

	~~Proposed locations for the pontoon bridge~~, ~~including one site north~~ of the ~~Third Street extension, were submitted to the~~ secretary ~~of war in Washington, D.C~~. The ~~first two possible locations were rejected at this level. This was explained in a lengthy letter republished in~~ the ~~''Dubuque Herald''. (8) Engineers in Washington felt that a pontoon bridge was not needed when a wagon bridge could be attached to~~ the ~~railroad bridge~~. ~~(9) Frustrated by the delay, local proponents~~ of the ~~bridge asked government engineers~~ to ~~suggest a point within the city limits that would~~ be ~~satisfactory~~. ~~Upon completion~~ of ~~a complete survey~~ of the ~~river, a point was chosen for~~ the ~~western end~~ of ~~the bridge at North First Street. The eastern terminus was located in Grant~~ County~~, Wisconsin, at~~ a ~~point approximately one and one~~-~~eighth miles north~~ of ~~the border of Illinois and Wisconsin~~.		The Dubuque Pontoon Bridge Company was organized with B. J. O'Neill as president and John McDonald, then manager of the Tillinghast Company chosen secretary. The city gave the company $25,000 and freedom of taxation until the company stock earned eight percent interest. The estimated cost of the project was expected to be $100,000. (7) The City of Dunleith on August 8th formally approved of the project by the "Pile and Pontoon Bridge Company" with the board of supervisors of Jo Daviess County granting a right-of-way. (8)

	~~On April 5~~, ~~1876~~ the ~~chief~~ of ~~engineers~~ in Washington, D.C. ~~sent~~ a letter to M. ~~Tschirgi~~, Jr.~~, the chief engineer~~ of the ~~Dubuque Pontoon Bridge Company~~, ~~announcing approval of~~ a ~~site~~ for the bridge ~~([[EAGLE POINT]]) suggested by Tschirgi on December 13~~, ~~1875~~. ~~(10)~~		Proposed locations for the pontoon bridge, including one site north of the Third Street extension, were submitted to the secretary of war in Washington, D.C. The first two possible locations were rejected at this level. This was explained in a lengthy letter republished in the ''Dubuque Herald''. (9) Engineers in Washington felt that a pontoon bridge was not needed when a wagon bridge could be attached to the railroad bridge. (10) Frustrated by the delay, local proponents of the bridge asked government engineers to suggest a point within the city limits that would be satisfactory. Upon completion of a complete survey of the river, a point was chosen for the western end of the bridge at North First Street. The eastern terminus was located in Grant County, Wisconsin, at a point approximately one and one-eighth miles north of the border of Illinois and Wisconsin.

	The announcement that the federal government had finally agreed to a site for the bridge reawakened fundraising efforts in the city. [[RHOMBERG, Joseph A.\|Joseph A. RHOMBERG]] and Dr. Quigley visited the Fifth Ward on April 20, 1876 seeking funds with the knowledge that $11,000 had already been raised. Circulars printed when the plan was to locate the bridge at Dunleith were still used to show the advantages of having a pontoon bridge across the Mississippi. (11)		On April 5, 1876 the chief of engineers in Washington, D.C. sent a letter to M. Tschirgi, Jr., the chief engineer of the Dubuque Pontoon Bridge Company, announcing approval of a site for the bridge ([[EAGLE POINT]]) suggested by Tschirgi on December 13, 1875. (11)

			The announcement that the federal government had finally agreed to a site for the bridge reawakened fundraising efforts in the city. [[RHOMBERG, Joseph A.\|Joseph A. RHOMBERG]] and Dr. Quigley visited the Fifth Ward on April 20, 1876 seeking funds with the knowledge that $11,000 had already been raised. Circulars printed when the plan was to locate the bridge at Dunleith were still used to show the advantages of having a pontoon bridge across the Mississippi. (12)

	In 1885 businessmen in East Dubuque formed a company to build a pontoon bridge. They had been opposed to the earlier location that left the eastern approach to the bridge outside their city and proposed a location approximately 225 feet south of the present railroad bridge. The location was satisfactory to residents of Dubuque, and the plan was submitted and approved by the secretary of war who issued a charter to the East Dubuque company.		In 1885 businessmen in East Dubuque formed a company to build a pontoon bridge. They had been opposed to the earlier location that left the eastern approach to the bridge outside their city and proposed a location approximately 225 feet south of the present railroad bridge. The location was satisfactory to residents of Dubuque, and the plan was submitted and approved by the secretary of war who issued a charter to the East Dubuque company.
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	3. "Interesting Story..."		3. "Interesting Story..."

	4. Oldt, Franklin T. '''History of Dubuque County, Iowa'''. http://www.ebooksread.com/authors-eng/franklin-t-oldt/history-of-dubuque-county-iowa-being-a-general-survey-of-dubuque-county-histor-tdl/page-21-history-of-dubuque-county-iowa-being-a-general-survey-of-dubuque-county-histor-tdl.shtml		4. "The Proposed Pontoon," ''The Daily Herald'', July 22, 1874, p. 4

			5. Oldt, Franklin T. '''History of Dubuque County, Iowa'''. http://www.ebooksread.com/authors-eng/franklin-t-oldt/history-of-dubuque-county-iowa-being-a-general-survey-of-dubuque-county-histor-tdl/page-21-history-of-dubuque-county-iowa-being-a-general-survey-of-dubuque-county-histor-tdl.shtml
	[[Category: Transportation]]		[[Category: Transportation]]

	5. "The Pontoon," ''Dubuque Herald'', August 7, 1874, p. 4. Online: https://news.google.com/newspapers?nid=uh8FjILnQOkC&dat=18740807&printsec=frontpage&hl=en		6. "The Pontoon," ''Dubuque Herald'', August 7, 1874, p. 4. Online: https://news.google.com/newspapers?nid=uh8FjILnQOkC&dat=18740807&printsec=frontpage&hl=en

	6. "Caught on the Fly," ''Dubuque Herald'', August 6, 1874, p. 4. Online: https://news.google.com/newspapers?nid=uh8FjILnQOkC&dat=18740806&printsec=frontpage&hl=en		7. "Caught on the Fly," ''Dubuque Herald'', August 6, 1874, p. 4. Online: https://news.google.com/newspapers?nid=uh8FjILnQOkC&dat=18740806&printsec=frontpage&hl=en

	7. "Dunleith and the Pontoon," ''Dubuque Herald'', August 11, 1874, p. 4. Online: https://news.google.com/newspapers?nid=uh8FjILnQOkC&dat=18740811&printsec=frontpage&hl=en		8. "Dunleith and the Pontoon," ''Dubuque Herald'', August 11, 1874, p. 4. Online: https://news.google.com/newspapers?nid=uh8FjILnQOkC&dat=18740811&printsec=frontpage&hl=en

	8. "The Pontoon," ''Dubuque Herald'', Novembert 18, 1875, p. 4. Online: https://news.google.com/newspapers?nid=uh8FjILnQOkC&dat=18751118&printsec=frontpage&hl=en		9. "The Pontoon," ''Dubuque Herald'', Novembert 18, 1875, p. 4. Online: https://news.google.com/newspapers?nid=uh8FjILnQOkC&dat=18751118&printsec=frontpage&hl=en

	9. "The Pontoon in Doubt," ''Dubuque Herald'', June 19, 1875, p. 4. Online: https://news.google.com/newspapers?nid=uh8FjILnQOkC&dat=18750619&printsec=frontpage&hl=en		10. "The Pontoon in Doubt," ''Dubuque Herald'', June 19, 1875, p. 4. Online: https://news.google.com/newspapers?nid=uh8FjILnQOkC&dat=18750619&printsec=frontpage&hl=en

	10. "The Pontoon to be at Eagle Point," ''Dubuque Herald'', April 11, 1876, p. 4. Online: https://news.google.com/newspapers?nid=uh8FjILnQOkC&dat=18760411&printsec=frontpage&hl=en		11. "The Pontoon to be at Eagle Point," ''Dubuque Herald'', April 11, 1876, p. 4. Online: https://news.google.com/newspapers?nid=uh8FjILnQOkC&dat=18760411&printsec=frontpage&hl=en

	11. "The Pontoon," ''Dubuque Herald'', April 20, 1876, p. 4. Online: https://news.google.com/newspapers?nid=uh8FjILnQOkC&dat=18760420&printsec=frontpage&hl=en		12. "The Pontoon," ''Dubuque Herald'', April 20, 1876, p. 4. Online: https://news.google.com/newspapers?nid=uh8FjILnQOkC&dat=18760420&printsec=frontpage&hl=en

Randylyon at 01:12, 15 November 2015

2015-11-15T01:12:52Z

← Older revision		Revision as of 01:12, 15 November 2015
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	Proposed locations for the pontoon bridge, including one site north of the Third Street extension, were submitted to the secretary of war in Washington, D.C. The first two possible locations were rejected at this level. This was explained in a lengthy letter republished in the ''Dubuque Herald''. (8) Engineers in Washington felt that a pontoon bridge was not needed when a wagon bridge could be attached to the railroad bridge. (9) Frustrated by the delay, local proponents of the bridge asked government engineers to suggest a point within the city limits that would be satisfactory. Upon completion of a complete survey of the river, a point was chosen for the western end of the bridge at North First Street. The eastern terminus was located in Grant County, Wisconsin, at a point approximately one and one-eighth miles north of the border of Illinois and Wisconsin.		Proposed locations for the pontoon bridge, including one site north of the Third Street extension, were submitted to the secretary of war in Washington, D.C. The first two possible locations were rejected at this level. This was explained in a lengthy letter republished in the ''Dubuque Herald''. (8) Engineers in Washington felt that a pontoon bridge was not needed when a wagon bridge could be attached to the railroad bridge. (9) Frustrated by the delay, local proponents of the bridge asked government engineers to suggest a point within the city limits that would be satisfactory. Upon completion of a complete survey of the river, a point was chosen for the western end of the bridge at North First Street. The eastern terminus was located in Grant County, Wisconsin, at a point approximately one and one-eighth miles north of the border of Illinois and Wisconsin.

	On April 5, 1876 the chief of engineers in Washington, D.C. sent a letter to M. Tschirgi, Jr., the chief engineer of the Dubuque Pontoon Bridge Company, announcing approval of a site for the bridge suggested by Tschirgi on December 13, 1875. (10)		On April 5, 1876 the chief of engineers in Washington, D.C. sent a letter to M. Tschirgi, Jr., the chief engineer of the Dubuque Pontoon Bridge Company, announcing approval of a site for the bridge ([[EAGLE POINT]]) suggested by Tschirgi on December 13, 1875. (10)

			The announcement that the federal government had finally agreed to a site for the bridge reawakened fundraising efforts in the city. [[RHOMBERG, Joseph A.\|Joseph A. RHOMBERG]] and Dr. Quigley visited the Fifth Ward on April 20, 1876 seeking funds with the knowledge that $11,000 had already been raised. Circulars printed when the plan was to locate the bridge at Dunleith were still used to show the advantages of having a pontoon bridge across the Mississippi. (11)

	In 1885 businessmen in East Dubuque formed a company to build a pontoon bridge. They had been opposed to the earlier location that left the eastern approach to the bridge outside their city and proposed a location approximately 225 feet south of the present railroad bridge. The location was satisfactory to residents of Dubuque, and the plan was submitted and approved by the secretary of war who issued a charter to the East Dubuque company.		In 1885 businessmen in East Dubuque formed a company to build a pontoon bridge. They had been opposed to the earlier location that left the eastern approach to the bridge outside their city and proposed a location approximately 225 feet south of the present railroad bridge. The location was satisfactory to residents of Dubuque, and the plan was submitted and approved by the secretary of war who issued a charter to the East Dubuque company.
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	10. "The Pontoon to be at Eagle Point," ''Dubuque Herald'', April 11, 1876, p. 4. Online: https://news.google.com/newspapers?nid=uh8FjILnQOkC&dat=18760411&printsec=frontpage&hl=en		10. "The Pontoon to be at Eagle Point," ''Dubuque Herald'', April 11, 1876, p. 4. Online: https://news.google.com/newspapers?nid=uh8FjILnQOkC&dat=18760411&printsec=frontpage&hl=en

			11. "The Pontoon," ''Dubuque Herald'', April 20, 1876, p. 4. Online: https://news.google.com/newspapers?nid=uh8FjILnQOkC&dat=18760420&printsec=frontpage&hl=en

Randylyon at 01:45, 14 November 2015

2015-11-14T01:45:37Z

← Older revision		Revision as of 01:45, 14 November 2015
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	The Dubuque Pontoon Bridge Company was organized with B. J. O'Neill as president and John McDonald, then manager of the Tillinghast Company chosen secretary. The city gave the company $25,000 and freedom of taxation until the company stock earned eight percent interest. The estimated cost of the project was expected to be $100,000. (6) The City of Dunleith on August 8th formally approved of the project by the "Pile and Pontoon Bridge Company" with the board of supervisors of Jo Daviess County granting a right-of-way. (7)		The Dubuque Pontoon Bridge Company was organized with B. J. O'Neill as president and John McDonald, then manager of the Tillinghast Company chosen secretary. The city gave the company $25,000 and freedom of taxation until the company stock earned eight percent interest. The estimated cost of the project was expected to be $100,000. (6) The City of Dunleith on August 8th formally approved of the project by the "Pile and Pontoon Bridge Company" with the board of supervisors of Jo Daviess County granting a right-of-way. (7)

	Proposed locations for the pontoon bridge, including one site north of the Third Street extension, were submitted to the secretary of war in Washington, D.C. The first two possible locations were rejected at this level. This was explained in a lengthy letter republished in the Dubuque Herald. (8) Engineers in Washington felt that a pontoon bridge was not needed when a wagon bridge could be attached to the railroad bridge. (9) Frustrated by the delay, local proponents of the bridge asked government engineers to suggest a point within the city limits that would be satisfactory. Upon completion of a complete survey of the river, a point was chosen for the western end of the bridge at North First Street. The eastern terminus was located in Grant County, Wisconsin, at a point approximately one and one-eighth miles north of the border of Illinois and Wisconsin.		Proposed locations for the pontoon bridge, including one site north of the Third Street extension, were submitted to the secretary of war in Washington, D.C. The first two possible locations were rejected at this level. This was explained in a lengthy letter republished in the ''Dubuque Herald''. (8) Engineers in Washington felt that a pontoon bridge was not needed when a wagon bridge could be attached to the railroad bridge. (9) Frustrated by the delay, local proponents of the bridge asked government engineers to suggest a point within the city limits that would be satisfactory. Upon completion of a complete survey of the river, a point was chosen for the western end of the bridge at North First Street. The eastern terminus was located in Grant County, Wisconsin, at a point approximately one and one-eighth miles north of the border of Illinois and Wisconsin.

	~~Estimates~~ of the ~~cost~~ of ~~constructing~~ the ~~bridge ranged near $55~~,~~000 with an additional $1,955 needed for operations. Fund-raising efforts~~ for the bridge ~~at this location proved unsuccessful~~.		On April 5, 1876 the chief of engineers in Washington, D.C. sent a letter to M. Tschirgi, Jr., the chief engineer of the Dubuque Pontoon Bridge Company, announcing approval of a site for the bridge suggested by Tschirgi on December 13, 1875. (10)

	In 1885 businessmen in East Dubuque formed a company to build a pontoon bridge. They had been opposed to the earlier location that left the eastern approach to the bridge outside their city and proposed a location approximately 225 feet south of the present railroad bridge. The location was satisfactory to residents of Dubuque, and the plan was submitted and approved by the secretary of war who issued a charter to the East Dubuque company.		In 1885 businessmen in East Dubuque formed a company to build a pontoon bridge. They had been opposed to the earlier location that left the eastern approach to the bridge outside their city and proposed a location approximately 225 feet south of the present railroad bridge. The location was satisfactory to residents of Dubuque, and the plan was submitted and approved by the secretary of war who issued a charter to the East Dubuque company.
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	9. "The Pontoon in Doubt," ''Dubuque Herald'', June 19, 1875, p. 4. Online: https://news.google.com/newspapers?nid=uh8FjILnQOkC&dat=18750619&printsec=frontpage&hl=en		9. "The Pontoon in Doubt," ''Dubuque Herald'', June 19, 1875, p. 4. Online: https://news.google.com/newspapers?nid=uh8FjILnQOkC&dat=18750619&printsec=frontpage&hl=en

			10. "The Pontoon to be at Eagle Point," ''Dubuque Herald'', April 11, 1876, p. 4. Online: https://news.google.com/newspapers?nid=uh8FjILnQOkC&dat=18760411&printsec=frontpage&hl=en

Randylyon: ue

2015-11-09T03:09:27Z

← Older revision		Revision as of 03:09, 9 November 2015
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	The Dubuque Pontoon Bridge Company was organized with B. J. O'Neill as president and John McDonald, then manager of the Tillinghast Company chosen secretary. The city gave the company $25,000 and freedom of taxation until the company stock earned eight percent interest. The estimated cost of the project was expected to be $100,000. (6) The City of Dunleith on August 8th formally approved of the project by the "Pile and Pontoon Bridge Company" with the board of supervisors of Jo Daviess County granting a right-of-way. (7)		The Dubuque Pontoon Bridge Company was organized with B. J. O'Neill as president and John McDonald, then manager of the Tillinghast Company chosen secretary. The city gave the company $25,000 and freedom of taxation until the company stock earned eight percent interest. The estimated cost of the project was expected to be $100,000. (6) The City of Dunleith on August 8th formally approved of the project by the "Pile and Pontoon Bridge Company" with the board of supervisors of Jo Daviess County granting a right-of-way. (7)

	Proposed locations for the pontoon bridge, including one site north of the Third Street extension, were submitted to the secretary of war in Washington, D.C. The first two possible locations were rejected at this level. Engineers in Washington felt that a pontoon bridge was not needed when a wagon bridge could be attached to the railroad bridge. (8) Frustrated by the delay, local proponents of the bridge asked government engineers to suggest a point within the city limits that would be satisfactory. Upon completion of a complete survey of the river, a point was chosen for the western end of the bridge at North First Street. The eastern terminus was located in Grant County, Wisconsin, at a point approximately one and one-eighth miles north of the border of Illinois and Wisconsin.		Proposed locations for the pontoon bridge, including one site north of the Third Street extension, were submitted to the secretary of war in Washington, D.C. The first two possible locations were rejected at this level. This was explained in a lengthy letter republished in the Dubuque Herald. (8) Engineers in Washington felt that a pontoon bridge was not needed when a wagon bridge could be attached to the railroad bridge. (9) Frustrated by the delay, local proponents of the bridge asked government engineers to suggest a point within the city limits that would be satisfactory. Upon completion of a complete survey of the river, a point was chosen for the western end of the bridge at North First Street. The eastern terminus was located in Grant County, Wisconsin, at a point approximately one and one-eighth miles north of the border of Illinois and Wisconsin.

	Estimates of the cost of constructing the bridge ranged near $55,000 with an additional $1,955 needed for operations. Fund-raising efforts for the bridge at this location proved unsuccessful.		Estimates of the cost of constructing the bridge ranged near $55,000 with an additional $1,955 needed for operations. Fund-raising efforts for the bridge at this location proved unsuccessful.
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	7. "Dunleith and the Pontoon," ''Dubuque Herald'', August 11, 1874, p. 4. Online: https://news.google.com/newspapers?nid=uh8FjILnQOkC&dat=18740811&printsec=frontpage&hl=en		7. "Dunleith and the Pontoon," ''Dubuque Herald'', August 11, 1874, p. 4. Online: https://news.google.com/newspapers?nid=uh8FjILnQOkC&dat=18740811&printsec=frontpage&hl=en

	8. "The Pontoon in Doubt," ''Dubuque Herald'', June 19, 1875, p. 4. Online: https://news.google.com/newspapers?nid=uh8FjILnQOkC&dat=18750619&printsec=frontpage&hl=en		8. "The Pontoon," ''Dubuque Herald'', Novembert 18, 1875, p. 4. Online: https://news.google.com/newspapers?nid=uh8FjILnQOkC&dat=18751118&printsec=frontpage&hl=en

			9. "The Pontoon in Doubt," ''Dubuque Herald'', June 19, 1875, p. 4. Online: https://news.google.com/newspapers?nid=uh8FjILnQOkC&dat=18750619&printsec=frontpage&hl=en

Randylyon at 02:59, 5 November 2015

2015-11-05T02:59:37Z

← Older revision		Revision as of 02:59, 5 November 2015
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	Soundings were made across the river between the ferry landings on August 6, 1874. (4) It was decided that the river bed at this location was better than near the railroad bridge. The mean depth of water was 10 feet 3 inches. No approaches would be needed. If the pontoon bridge were constructed near the railroad bridge, approaches costing from six thousand to eight thousand dollars would be needed. The pontoon section had been revised to 550 feet, wide enough for the largest log rafts. (5)		Soundings were made across the river between the ferry landings on August 6, 1874. (4) It was decided that the river bed at this location was better than near the railroad bridge. The mean depth of water was 10 feet 3 inches. No approaches would be needed. If the pontoon bridge were constructed near the railroad bridge, approaches costing from six thousand to eight thousand dollars would be needed. The pontoon section had been revised to 550 feet, wide enough for the largest log rafts. (5)

	The Dubuque Pontoon Bridge Company was organized. B. J. O'Neill ~~served~~ as president and John McDonald, then manager of the Tillinghast Company ~~was~~ chosen secretary. The city gave the company $25,000 and freedom of taxation until the company stock earned eight percent interest. The estimated cost of the project was expected to be $100,000. (6) The City of Dunleith on August 8th formally approved of the project by the "Pile and Pontoon Bridge Company" with the board of supervisors of Jo Daviess County granting a right-of-way. (7)		The Dubuque Pontoon Bridge Company was organized with B. J. O'Neill as president and John McDonald, then manager of the Tillinghast Company chosen secretary. The city gave the company $25,000 and freedom of taxation until the company stock earned eight percent interest. The estimated cost of the project was expected to be $100,000. (6) The City of Dunleith on August 8th formally approved of the project by the "Pile and Pontoon Bridge Company" with the board of supervisors of Jo Daviess County granting a right-of-way. (7)

	Proposed locations for the pontoon bridge, including one site north of the Third Street extension, were submitted to the secretary of war in Washington, D.C. The first two possible locations were rejected at this level. Frustrated by the delay, local proponents of the bridge asked government engineers to suggest a point within the city limits that would be satisfactory. Upon completion of a complete survey of the river, a point was chosen for the western end of the bridge at North First Street. The eastern terminus was located in Grant County, Wisconsin, at a point approximately one and one-eighth miles north of the border of Illinois and Wisconsin.		Proposed locations for the pontoon bridge, including one site north of the Third Street extension, were submitted to the secretary of war in Washington, D.C. The first two possible locations were rejected at this level. Engineers in Washington felt that a pontoon bridge was not needed when a wagon bridge could be attached to the railroad bridge. (8) Frustrated by the delay, local proponents of the bridge asked government engineers to suggest a point within the city limits that would be satisfactory. Upon completion of a complete survey of the river, a point was chosen for the western end of the bridge at North First Street. The eastern terminus was located in Grant County, Wisconsin, at a point approximately one and one-eighth miles north of the border of Illinois and Wisconsin.

	Estimates of the cost of constructing the bridge ranged near $55,000 with an additional $1,955 needed for operations. Fund-raising efforts for the bridge at this location proved unsuccessful.		Estimates of the cost of constructing the bridge ranged near $55,000 with an additional $1,955 needed for operations. Fund-raising efforts for the bridge at this location proved unsuccessful.
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	7. "Dunleith and the Pontoon," ''Dubuque Herald'', August 11, 1874, p. 4. Online: https://news.google.com/newspapers?nid=uh8FjILnQOkC&dat=18740811&printsec=frontpage&hl=en		7. "Dunleith and the Pontoon," ''Dubuque Herald'', August 11, 1874, p. 4. Online: https://news.google.com/newspapers?nid=uh8FjILnQOkC&dat=18740811&printsec=frontpage&hl=en

			8. "The Pontoon in Doubt," ''Dubuque Herald'', June 19, 1875, p. 4. Online: https://news.google.com/newspapers?nid=uh8FjILnQOkC&dat=18750619&printsec=frontpage&hl=en

Randylyon at 01:55, 3 November 2015

2015-11-03T01:55:18Z

← Older revision		Revision as of 01:55, 3 November 2015
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	With the rejection of other concepts, Quigley's pontoon bridge ideas gained increasing acceptance. The bridge to be located one hundred feet south of the railroad bridge was expected to cost $35,000 and cost four dollars daily to operate. When finished the bridge was expected to be 1600 feet long and have a draw, the pontoon part, of 600 feet. (3) Quigley's plan called for approaches to the bridge to be built on both sides of the main channel. The span between these approaches would be small, and the main channel was to be spanned by the pontoon, a large flat-bottomed barge. One end of the barge would be permanently tied to a pier. The other end would be free to swing out-of-the-way to allow boats and rafts to pass. Swinging the barge back into place would be accomplished with an engine and cable.		With the rejection of other concepts, Quigley's pontoon bridge ideas gained increasing acceptance. The bridge to be located one hundred feet south of the railroad bridge was expected to cost $35,000 and cost four dollars daily to operate. When finished the bridge was expected to be 1600 feet long and have a draw, the pontoon part, of 600 feet. (3) Quigley's plan called for approaches to the bridge to be built on both sides of the main channel. The span between these approaches would be small, and the main channel was to be spanned by the pontoon, a large flat-bottomed barge. One end of the barge would be permanently tied to a pier. The other end would be free to swing out-of-the-way to allow boats and rafts to pass. Swinging the barge back into place would be accomplished with an engine and cable.

	Soundings were made across the river between the ferry landings on August 6, 1874. (4) It was decided that the river bed at this location was better than near the railroad bridge. The mean depth of water was 10 feet 3 inches. No approaches would be needed. If the pontoon bridge were constructed near the railroad bridge, approaches costing from six thousand to eight thousand dollars would be needed. The pontoon section had been revised to 550 feet, wide enough for the largest log rafts. (5)		Soundings were made across the river between the ferry landings on August 6, 1874. (4) It was decided that the river bed at this location was better than near the railroad bridge. The mean depth of water was 10 feet 3 inches. No approaches would be needed. If the pontoon bridge were constructed near the railroad bridge, approaches costing from six thousand to eight thousand dollars would be needed. The pontoon section had been revised to 550 feet, wide enough for the largest log rafts. (5)

	The Dubuque Pontoon Bridge Company was organized. B. J. O'Neill served as president and John McDonald, then manager of the Tillinghast Company was chosen secretary. The city gave the company $25,000 and freedom of taxation until the company stock earned eight percent interest. The estimated cost of the project was expected to be $100,000. (6)		The Dubuque Pontoon Bridge Company was organized. B. J. O'Neill served as president and John McDonald, then manager of the Tillinghast Company was chosen secretary. The city gave the company $25,000 and freedom of taxation until the company stock earned eight percent interest. The estimated cost of the project was expected to be $100,000. (6) The City of Dunleith on August 8th formally approved of the project by the "Pile and Pontoon Bridge Company" with the board of supervisors of Jo Daviess County granting a right-of-way. (7)

	Proposed locations for the pontoon bridge, including one site north of the Third Street extension, were submitted to the secretary of war in Washington, D.C. The first two possible locations were rejected at this level. Frustrated by the delay, local proponents of the bridge asked government engineers to suggest a point within the city limits that would be satisfactory. Upon completion of a complete survey of the river, a point was chosen for the western end of the bridge at North First Street. The eastern terminus was located in Grant County, Wisconsin, at a point approximately one and one-eighth miles north of the border of Illinois and Wisconsin.		Proposed locations for the pontoon bridge, including one site north of the Third Street extension, were submitted to the secretary of war in Washington, D.C. The first two possible locations were rejected at this level. Frustrated by the delay, local proponents of the bridge asked government engineers to suggest a point within the city limits that would be satisfactory. Upon completion of a complete survey of the river, a point was chosen for the western end of the bridge at North First Street. The eastern terminus was located in Grant County, Wisconsin, at a point approximately one and one-eighth miles north of the border of Illinois and Wisconsin.
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	6. "Caught on the Fly," ''Dubuque Herald'', August 6, 1874, p. 4. Online: https://news.google.com/newspapers?nid=uh8FjILnQOkC&dat=18740806&printsec=frontpage&hl=en		6. "Caught on the Fly," ''Dubuque Herald'', August 6, 1874, p. 4. Online: https://news.google.com/newspapers?nid=uh8FjILnQOkC&dat=18740806&printsec=frontpage&hl=en

			7. "Dunleith and the Pontoon," ''Dubuque Herald'', August 11, 1874, p. 4. Online: https://news.google.com/newspapers?nid=uh8FjILnQOkC&dat=18740811&printsec=frontpage&hl=en