Encyclopedia Dubuque
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PONTOON BRIDGE: Difference between revisions
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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 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) | 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 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) | ||
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. | ||
Revision as of 05:01, 2 November 2015
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)
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.
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)
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.
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.
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.
The winter of 1885-1886 was one in which the ice on the Mississippi was too thin to cross, but too thick for FERRYBOATS. With losses estimated at $75,000, Dubuque merchants became increasingly determined to have a permanent bridge.
Discussions between businessmen in Dubuque and East Dubuque led to the East Dubuque charter and franchise being transferred to the Dubuque Pontoon Company for the pledge of $50,000 that a bridge would be constructed. A sale of stock led to $35,000 being raised. When the Dubuque City Council ignored a request to purchase $25,000 in stock, the additional money came from an additional ten-day subscription. Active in this process were A. J. Parker and John Peter ELLWANGER.
With the raising of over $50,000, the site for the bridge was chosen. The estimated cost of constructing the bridge by then had risen to $80,000 including the pontoon section.
C. L. Strobel, hired from Chicago, Illinois, as a consulting engineer, suggested after viewing the area that the bridge should be converted into a "high bridge" without a pontoon. It was thought impossible to raise the necessary financing, but H. E. Horton, who eventually won the construction contract, proposed that such a bridge could be erected for an estimated $120,000. A meeting of the stockholders on August 9, 1886, led to the decision to stop plans for a pontoon bridge in favor of the high bridge concept. See: DUBUQUE WAGON BRIDGE. (Photo Courtesy: http://www.dubuquepostcards.com)
See: DUBUQUE PONTOON BRIDGE COMPANY
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Source:
1. "Interesting Story is Connected with City's High Bridge," Telegraph Herald, April 15, 1923, p. 15. Online: http://news.google.com/newspapers?id=QQJIAAAAIBAJ&sjid=88sMAAAAIBAJ&pg=1785,2918649&dq=railroad+bridge+dubuque&hl=en
2. "The Pontoon Bridge Meeting," Dubuque Herald, June 10, 1874, p. 4. Online: https://news.google.com/newspapers?nid=uh8FjILnQOkC&dat=18740610&printsec=frontpage&hl=en
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
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. "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