SOUTH PORT - Revision history

Randylyon at 04:01, 18 December 2024

2024-12-18T04:01:15Z

← Older revision		Revision as of 04:01, 18 December 2024
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	feet front for a coal yard,		feet front for a coal yard,

	use of 500 feet front of the outer levee at the foot		use of 500 feet front of the outer levee at the foot
	of Third Street and running north for a boatyard,		of Third Street and running north for a boatyard,
	exempt from wharfage (taxes) all boats, barges, and		exempt from wharfage (taxes) all boats, barges, and
	vessels of every kind owned by the company so long		vessels of every kind owned by the company so long
	as the company complies with the terms of the		as the company complies with the terms of the
	contract and maintains its headquarters in the city		contract and maintains its headquarters in the city
	for a period of ten years		for a period of ten years

	In 1876 this contract between the company and the city came under review. The committee on harbors found that the company had not moved the boatyard, general office, and repair and construction shops to Dubuque within four months of the signing of the contract and that the wharf boat of the company had not been kept open at nights and on Sundays for the use of the public to pass over to steamers of any other line. For these reasons, the council rescinded the contract. (5)		In 1876 this contract between the company and the city came under review. The committee on harbors found that the company had not moved the boatyard, general office, and repair and construction shops to Dubuque within four months of the signing of the contract and that the wharf boat of the company had not been kept open at nights and on Sundays for the use of the public to pass over to steamers of any other line. For these reasons, the council rescinded the contract. (5)

Randylyon at 03:59, 18 December 2024

2024-12-18T03:59:40Z

← Older revision		Revision as of 03:59, 18 December 2024
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	Dubuque's South Port since the 1870s was a maze of roadways, railroad right-of-ways and businesses. Carr and Austin planing mills supplied lumber yards north of the [[ILLINOIS CENTRAL RAILROAD]] roundhouse. The [[RYAN PACKING COMPANY]] was located between Water and Levee [[STREETS]] near Jones. A coal yard, perhaps used by the railroad roundhouse and steamers moored at the levee, was located between Levee (now Terminal Street) and Water streets. Avenues were raised to lift them above the sloughs which were gradually filled. (2) A public levee and wharf ran parallel to Levee Street.		Dubuque's South Port since the 1870s was a maze of roadways, railroad right-of-ways and businesses. Carr and Austin planing mills supplied lumber yards north of the [[ILLINOIS CENTRAL RAILROAD]] roundhouse. The [[RYAN PACKING COMPANY]] was located between Water and Levee [[STREETS]] near Jones. A coal yard, perhaps used by the railroad roundhouse and steamers moored at the levee, was located between Levee (now Terminal Street) and Water streets. Avenues were raised to lift them above the sloughs which were gradually filled. (2) A public levee and wharf ran parallel to Levee Street.

	On February 12, 1874 [[WELLINGTON, William E.\|William E. WELLINGTON]], representing the [[DIAMOND JO LINE]], met with the mayor, a number of councilmen, and several businessmen to discuss conditions under which the firm's headquarters would be moved to Dubuque. (3) There were concessions made to the company from the city government to encourage the relocation. These concessions included: (4)		On February 12, 1874 [[WELLINGTON, William E.\|William E. WELLINGTON]], representing the [[DIAMOND JO LINE]], met with the mayor, a number of councilmen, and several businessmen to discuss conditions under which the firm's headquarters would be moved to Dubuque. (3) There were concessions made to the company from the city government to encourage the relocation. These concessions included: (4)

	allowing a wharf boat in front of the lower levee where		allowing a wharf boat in front of the lower levee where

Randylyon at 03:58, 18 December 2024

2024-12-18T03:58:52Z

← Older revision		Revision as of 03:58, 18 December 2024
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	On February 12, 1874 [[WELLINGTON, William E.\|William E. WELLINGTON]], representing the [[DIAMOND JO LINE]], met with the mayor, a number of councilmen, and several businessmen to discuss conditions under which the firm's headquarters would be moved to Dubuque. (3) There were concessions made to the company from the city government to encourage the relocation. These concessions included: (4)		On February 12, 1874 [[WELLINGTON, William E.\|William E. WELLINGTON]], representing the [[DIAMOND JO LINE]], met with the mayor, a number of councilmen, and several businessmen to discuss conditions under which the firm's headquarters would be moved to Dubuque. (3) There were concessions made to the company from the city government to encourage the relocation. These concessions included: (4)

	allowing a wharf boat in front of the lower levee where		allowing a wharf boat in front of the lower levee where
	it is paved and north of any wharf boat that could		it is paved and north of any wharf boat that could later
	~~later~~ be placed along the levee for a term of five		be placed along the levee for a term of five years,
	years,

	use of a portion of the lower levee not exceeding 150		use of a portion of the lower levee not exceeding 150

Randylyon at 03:57, 18 December 2024

2024-12-18T03:57:11Z

← Older revision		Revision as of 03:57, 18 December 2024
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	On February 12, 1874 [[WELLINGTON, William E.\|William E. WELLINGTON]], representing the [[DIAMOND JO LINE]], met with the mayor, a number of councilmen, and several businessmen to discuss conditions under which the firm's headquarters would be moved to Dubuque. (3) There were concessions made to the company from the city government to encourage the relocation. These concessions included: (4)		On February 12, 1874 [[WELLINGTON, William E.\|William E. WELLINGTON]], representing the [[DIAMOND JO LINE]], met with the mayor, a number of councilmen, and several businessmen to discuss conditions under which the firm's headquarters would be moved to Dubuque. (3) There were concessions made to the company from the city government to encourage the relocation. These concessions included: (4)

	allowing a wharf boat in front of the lower levee where		allowing a wharf boat in front of the lower levee where
	it is paved and north of any wharf boat that could		it is paved and north of any wharf boat that could
	later be placed along the levee for a term of five		later be placed along the levee for a term of five
	years,		years,

	use of a portion of the lower levee not exceeding 150		use of a portion of the lower levee not exceeding 150
	feet front for a coal yard,		feet front for a coal yard,

	use of 500 feet front of the outer levee at the foot		use of 500 feet front of the outer levee at the foot

Randylyon at 03:56, 18 December 2024

2024-12-18T03:56:24Z

← Older revision		Revision as of 03:56, 18 December 2024
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	allowing a wharf boat in front of the lower levee where		allowing a wharf boat in front of the lower levee where
	it is paved and north of any wharf boat that could		it is paved and north of any wharf boat that could
	later be placed along the levee for a term of five		later be placed along the levee for a term of five
	years,		years,

	use of a portion of the lower levee not exceeding 150		use of a portion of the lower levee not exceeding 150
	feet front for a coal yard,		feet front for a coal yard,
	use of 500 feet front of the outer levee at the foot of
	Third Street and running north for a boatyard,		use of 500 feet front of the outer levee at the foot
			of Third Street and running north for a boatyard,
	exempt from wharfage (taxes) all boats, barges, and		exempt from wharfage (taxes) all boats, barges, and
	vessels of every kind owned by the company so long		vessels of every kind owned by the company so long
	as the company complies with the terms of the		as the company complies with the terms of the
	contract and maintains its headquarters in the city		contract and maintains its headquarters in the city
	for a period of ten years		for a period of ten years

	In 1876 this contract between the company and the city came under review. The committee on harbors found that the company had not moved the boatyard, general office, and repair and construction shops to Dubuque within four months of the signing of the contract and that the wharf boat of the company had not been kept open at nights and on Sundays for the use of the public to pass over to steamers of any other line. For these reasons, the council rescinded the contract. (5)		In 1876 this contract between the company and the city came under review. The committee on harbors found that the company had not moved the boatyard, general office, and repair and construction shops to Dubuque within four months of the signing of the contract and that the wharf boat of the company had not been kept open at nights and on Sundays for the use of the public to pass over to steamers of any other line. For these reasons, the council rescinded the contract. (5)

Randylyon at 18:35, 11 March 2023

2023-03-11T18:35:10Z

← Older revision		Revision as of 18:35, 11 March 2023
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	Around 1938 the Dock Board, with financial aid from the Works Progress Administration, constructed a trestle for freight cars to reach the docks of the Municipal Barge Lines Terminal. (13)		Around 1938 the Dock Board, with financial aid from the Works Progress Administration, constructed a trestle for freight cars to reach the docks of the Municipal Barge Lines Terminal. (13)

	The physical appearance of South Port changed dramatically. The [[JULIEN DUBUQUE BRIDGE]] opened on August 31, 1943. The second change came as the result of the organization of ~~the~~ [[MOLO ~~OIL COMPANY~~]] as an authorized dealer of the Sinclair Refining Company in January 1928. As early as 1952 Sinclair fuel tanks were constructed in South Port. In 1958 the Dock Board announced construction south of the Julien Dubuque Bridge of an asphalt marine terminal of eight large new storage tanks surrounded by a concrete floodwall. (14) There was also a boat landing ramp at the foot of East First Street. (15)		The physical appearance of South Port changed dramatically. The [[JULIEN DUBUQUE BRIDGE]] opened on August 31, 1943. The second change came as the result of the organization of [[MOLO COMPANIES]] as an authorized dealer of the Sinclair Refining Company in January 1928. As early as 1952 Sinclair fuel tanks were constructed in South Port. In 1958 the Dock Board announced construction south of the Julien Dubuque Bridge of an asphalt marine terminal of eight large new storage tanks surrounded by a concrete floodwall. (14) There was also a boat landing ramp at the foot of East First Street. (15)

	[[Image:200px-Riverbuilding.jpg\|left\|thumb\|250px\|Former office of the Diamond Jo Line.]]		[[Image:200px-Riverbuilding.jpg\|left\|thumb\|250px\|Former office of the Diamond Jo Line.]]

Randylyon at 19:47, 19 October 2019

2019-10-19T19:47:20Z

← Older revision		Revision as of 19:47, 19 October 2019
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	Plans for riverfront revitalization were expected to include extensive environmental remediation. The city received a $200,000 grant to examine development opportunities with separate grant funds to determine the scope of this work. Preliminary tests indicated contamination by heavy metals, petroleum products, fertilizer, and volatile organic compounds from industrial use. These could be handled by placing a barrier--parking lot or building--over some areas. Other sites would require removal of shallow soils or use of a "clean barrier with geo-membrane" to prevent the escape of vapors. It was even possible that certain plants could be used to absorb some contaminants. City officials planned to apply for an Environmental Protection Administration (EPA) loan of up to $1 million for environmental cleanup. (19)		Plans for riverfront revitalization were expected to include extensive environmental remediation. The city received a $200,000 grant to examine development opportunities with separate grant funds to determine the scope of this work. Preliminary tests indicated contamination by heavy metals, petroleum products, fertilizer, and volatile organic compounds from industrial use. These could be handled by placing a barrier--parking lot or building--over some areas. Other sites would require removal of shallow soils or use of a "clean barrier with geo-membrane" to prevent the escape of vapors. It was even possible that certain plants could be used to absorb some contaminants. City officials planned to apply for an Environmental Protection Administration (EPA) loan of up to $1 million for environmental cleanup. (19)

			See: [[MISSISSIPPI RIVER PORTS OF EASTERN IOWA AND WESTERN ILLINOIS]]

Randylyon at 16:51, 17 February 2019

2019-02-17T16:51:27Z

Randylyon at 16:36, 17 February 2019

2019-02-17T16:36:55Z

← Older revision		Revision as of 16:36, 17 February 2019
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	[[Image:southport.png\|left\|thumb\|250px\|Photo courtesy: Reimaging the South Port of Dubuque]]SOUTH PORT. Bordered by East First Street to the north, Highway 151 on the west ~~and~~ a short distance south of the [[JULIEN DUBUQUE BRIDGE]], and the filled-in area extending to the [[MISSISSIPPI RIVER]], "South Port" has been a primary site for change--business and environmental. (1)		[[Image:southport.png\|left\|thumb\|250px\|Photo courtesy: Reimaging the South Port of Dubuque]]SOUTH PORT. Bordered by East First Street to the north, Highway 151 on the west, a short distance south of the [[JULIEN DUBUQUE BRIDGE]], and the filled-in area extending to the [[MISSISSIPPI RIVER]], "South Port" has been a primary site for change--business and environmental. (1)

	Dubuque's South Port since the 1870s was a maze of roadways, railroad right-of-ways and businesses. Carr and Austin planing mills supplied lumber yards north of the [[ILLINOIS CENTRAL RAILROAD]] roundhouse. The [[RYAN PACKING COMPANY]] was located between Water and Levee [[STREETS]] near Jones. A coal yard, perhaps used by the railroad roundhouse and steamers moored at the levee, was located between Levee (now Terminal Street) and Water streets. Avenues were raised to lift them above the sloughs which were gradually filled. (2) A public levee and wharf ran parallel to Levee Street.		Dubuque's South Port since the 1870s was a maze of roadways, railroad right-of-ways and businesses. Carr and Austin planing mills supplied lumber yards north of the [[ILLINOIS CENTRAL RAILROAD]] roundhouse. The [[RYAN PACKING COMPANY]] was located between Water and Levee [[STREETS]] near Jones. A coal yard, perhaps used by the railroad roundhouse and steamers moored at the levee, was located between Levee (now Terminal Street) and Water streets. Avenues were raised to lift them above the sloughs which were gradually filled. (2) A public levee and wharf ran parallel to Levee Street.

Randylyon at 02:48, 29 November 2018

2018-11-29T02:48:53Z

← Older revision		Revision as of 02:48, 29 November 2018
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	Source:		Source:

	1. Meyer, Jeff. "Years of Activity," Telegraph Herald, January 6, 2017, p. 6A		1. Meyer, Jeff. "Years of Activity," ''Telegraph Herald'', January 6, 2017, p. 6A

	2. Ibid. p. 7A		2. Ibid. p. 7A

← Older revision		Revision as of 16:51, 17 February 2019
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	In 1878 the Diamond Jo Company spent about one hundred and fifty thousand dollars and located permanently at [[EAGLE POINT]] where the [[DIAMOND JO BOATYARD]] was established. Peace between the City and company occurred in 1892 when the City granted the Diamond Jo Line the right to occupy and use a part of the public levee at the foot of Jones Street. (6)		In 1878 the Diamond Jo Company spent about one hundred and fifty thousand dollars and located permanently at [[EAGLE POINT]] where the [[DIAMOND JO BOATYARD]] was established. Peace between the City and company occurred in 1892 when the City granted the Diamond Jo Line the right to occupy and use a part of the public levee at the foot of Jones Street. (6)

	On October 13, 1926, W.W. Morse, vice president and general manager of the Upper Mississippi Barge Line headquartered in Minneapolis, Minnesota, met with members of the Dubuque Chamber of Commerce. Morse explained that shippers in Minneapolis and St. Paul were interested in river traffic. Between 1920 and 1926, the cost of rail car lot shipments had increased as much as 200 percent. The Minneapolis businessmen believed the use of the river would free the area from the freight rates which were handicapping agriculture, manufacturing and business. (7)		On October 13, 1926, W. W. Morse, vice president and general manager of the Upper Mississippi Barge Line headquartered in Minneapolis, Minnesota, met with members of the Dubuque Chamber of Commerce. Morse explained that shippers in Minneapolis and St. Paul were interested in river traffic. Between 1920 and 1926, the cost of rail car lot shipments had increased as much as 200 percent. The Minneapolis businessmen believed the use of the river would free the area from the freight rates which were handicapping agriculture, manufacturing and business. (7)

	Morse suggested that Dubuque was the logical transfer point for shipments going to and from Chicago and the Twin Cities. A great amount of rail and water traffic for shippers from the area west of Dubuque would be routed by way of the city. The problem for Dubuque was that the government required a satisfactory terminal. Dubuque had no dock or loading ramp for barges. Problems at the levee made unloading difficult. (8)		Morse suggested that Dubuque was the logical transfer point for shipments going to and from Chicago and the Twin Cities. A great amount of rail and water traffic for shippers from the area west of Dubuque would be routed by way of the city. The problem for Dubuque was that the government required a satisfactory terminal. Dubuque had no dock or loading ramp for barges. Problems at the levee made unloading difficult. (8)
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	Based on the tour and election, conditions were studied and it was decided to form a corporation to construct and operate a barge line on the upper [[MISSISSIPPI RIVER]]. Minneapolis contributed $72,000, St. Paul $48,000, Dubuque $5,000 with other cities along the river contributing various amounts. Finally a contract was written with the federal government's Inland Waterways Corporation. (10)		Based on the tour and election, conditions were studied and it was decided to form a corporation to construct and operate a barge line on the upper [[MISSISSIPPI RIVER]]. Minneapolis contributed $72,000, St. Paul $48,000, Dubuque $5,000 with other cities along the river contributing various amounts. Finally a contract was written with the federal government's Inland Waterways Corporation. (10)

	The city council named [[KERPER, John A.\|John A. KERPER]] and P.S. Fawkes, two of the people who had been involved in the tour, and Louis ~~Brede~~, a former city commissioner, to the first dock commission. This commission determined the kind of terminal to be erected and directed the work in South Port to completion. C.J. Hoffman and L.E. Moore were the first terminal superintendent and chief clerk respectively. (11)		The city council named [[KERPER, John A.\|John A. KERPER]] and P.S. Fawkes, two of the people who had been involved in the tour, and [[BREDE, Louis H.\|Louis H. BREDE]], a former city commissioner, to the first dock commission. This commission determined the kind of terminal to be erected and directed the work in South Port to completion. C.J. Hoffman and L.E. Moore were the first terminal superintendent and chief clerk respectively. (11)

	[[Image:350px-Imp356.jpg\|left\|thumb\|250px\|Photo courtesy: Bob Reding]]The [[FEDERAL BARGE LINE]] began service between St. Louis and Minneapolis in 1927 at the end of Jones Street. When the terminal was completed between two and six barges could be unloaded at one time. Two tow motors, hauling from one to five five of the 30 two-ton loading and unloading trucks were used for the lighter loads. Heavier freight was moved by an eighteen-ton crane and a specially designed runway south of the terminal. (12)		[[Image:350px-Imp356.jpg\|left\|thumb\|250px\|Photo courtesy: Bob Reding]]The [[FEDERAL BARGE LINE]] began service between St. Louis and Minneapolis in 1927 at the end of Jones Street. When the terminal was completed between two and six barges could be unloaded at one time. Two tow motors, hauling from one to five five of the 30 two-ton loading and unloading trucks were used for the lighter loads. Heavier freight was moved by an eighteen-ton crane and a specially designed runway south of the terminal. (12)

	Around 1938 the Dock Board, with financial aid from the Works Progress Administration, constructed a trestle for freight cars to reach the docks of the Municipal Barge Lines Terminal. (13)		Around 1938 the Dock Board, with financial aid from the Works Progress Administration, constructed a trestle for freight cars to reach the docks of the Municipal Barge Lines Terminal. (13)
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	In December 2015 the city council hired Shive Hattery Inc. to help them develop a plan for redevelopment of the South Port. Ideas from residents, property owners, and a real estate firm included: a new marina; a combination of waterfront condos, apartments, and retail offices; a 120-room waterfront hotel; and a boardwalk and waterfront plaza. (17)		In December 2015 the city council hired Shive Hattery Inc. to help them develop a plan for redevelopment of the South Port. Ideas from residents, property owners, and a real estate firm included: a new marina; a combination of waterfront condos, apartments, and retail offices; a 120-room waterfront hotel; and a boardwalk and waterfront plaza. (17)

	During the 2011-2012 academic year, The University of Iowa School of Urban and Regional Planning partnered with the City of Dubuque through the Iowa Initiative for Sustainable Communities (IISC). IISC worked to ~~enhance~~ sustainability in towns, cities, and counties in Iowa faced with difficult future challenges. The Dubuque partnership, known as the Sustainable Dubuque Project, continued for the 2012-2013 academic year. Five Sustainable Dubuque Projects were identified for the 2012-2013 academic year. One of the identified projects concerned “South Port”. The report, "Reimaging the South Port of Dubuque," may be found in the Iowa Digital Library at http://ir.uiowa.edu/cgi/viewcontent.cgi?article=1018&context=urban_iisc		During the 2011-2012 academic year, The University of Iowa School of Urban and Regional Planning partnered with the City of Dubuque through the Iowa Initiative for Sustainable Communities (IISC). IISC worked to improve sustainability in towns, cities, and counties in Iowa faced with difficult future challenges. The Dubuque partnership, known as the Sustainable Dubuque Project, continued for the 2012-2013 academic year. Five Sustainable Dubuque Projects were identified for the 2012-2013 academic year. One of the identified projects concerned “South Port”. The report, "Reimaging the South Port of Dubuque," may be found in the Iowa Digital Library at http://ir.uiowa.edu/cgi/viewcontent.cgi?article=1018&context=urban_iisc

	[[Image:landownership.png\|left\|thumb\|350px\|Land ownership in South Port (2016) Photo courtesy: Reimaging the South Port of Dubuque]]In 2016 property owners in South Port included the City of Dubuque with one-third of the total acreage, DRBE Properties, Dubuque Terminals, Molo Oil Company, [[NEWT MARINE SERVICE]], the state of Iowa, Sunflower Enterprises, a railroad, and the United States Coast Guard. (18)		[[Image:landownership.png\|left\|thumb\|350px\|Land ownership in South Port (2016) Photo courtesy: Reimaging the South Port of Dubuque]]In 2016 property owners in South Port included the City of Dubuque with one-third of the total acreage, DRBE Properties, Dubuque Terminals, Molo Oil Company, [[NEWT MARINE SERVICE]], the state of Iowa, Sunflower Enterprises, a railroad, and the United States Coast Guard. (18)
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	16. Ibid.		16. Ibid.

	17. Barton, Thomas J. "South Port Redevelopment ~~Cold~~ Involve Costly Cleanup," ''Telegraph Herald'', September 30, 2017, p. 2A		17. Barton, Thomas J. "South Port Redevelopment Could Involve Costly Cleanup," ''Telegraph Herald'', September 30, 2017, p. 2A

	18. "Fueling Development"		18. "Fueling Development"