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White Water Creek Bridge_Landmark Nomination StatusPlanning Services Department City Hall 50 West 13th Street Dubuque, IA 52001 -4864 (563) 589 -4210 phone (563) 589 -4221 fax (563) 589 -6678 TDD planningCcityofdubuque.org Masterpiece on the Mississippi December 9, 2011 The Honorable Mayor and City Council City of Dubuque 50 W.13th Street Dubuque, IA 52001 RE: White Water Creek Bridge — Nomination for Landmark Status Dear Mayor and City Council Members: Introduction The Historic Preservation Commission has reviewed a nomination to designate the White Water Creek Bridge as a city landmark. The bridge has recently been relocated to the Bergfeld Recreation Area and spans the pond. The historic bridge is in the final stages of rehabilitation and will be a unique interpretive opportunity and a highlight of the recreation area and park system. The bridge relocation and rehabilitation has been undertaken with the assistance of State grants. Background The City currently has nine local landmarks: City Hall, Dubuque County Courthouse, Four Mounds Estate, Julien Dubuque Monument, Mathias Ham House, Old Jail, Shot Tower, William M. Black Steamboat, and the Carnegie Stout Public Library. Discussion In accordance with the procedures outlines in the Unified Development Code, the Commission has conducted a public hearing for the White Water Creek Bridge landmark nomination. There were no public comments. After reviewing the enclosed supporting documents, the Commission concludes the White Water Creek Bridge meets the criteria for designation and requests City Council set a public hearing date and forward the enclosed ordinance and supporting documentation to the State Historic Preservation Office (SHPO) for review and comment. The SHPO has thirty days to provide comment, at which time the City Council can conduct the public hearing. After the public hearing the City Council may approve or disapprove the ordinance to establish the White Water Creek Bridge as a landmark or refer the nomination back to the Commission for modification. White Water Creek Bridge Landmark Nomination Page 2 Requested Action The Historic Preservation Commission respectfully requests City Council forward the enclosed ordinance and supporting documentation to the State Historic Preservation Office and set a public hearing date for the January 17, 2012 City Council meeting. Sincerely, David Klavitter, Chairperson Historic Preservation Commission Enclosures cc: Marie Ware, Leisure Services Manager F :\USERS \Djohnson \Council Items\CSPL signs HPC letter 11 21 11.doc Prepared by: Laura Carstens, City Planner Address: City Hall, 50 W. 13th St Telephone: 589 -4210 Return to: Kevin Firnstahl, City Clerk Address: City Hall 50 W. 13th St Telephone: 589 -4121 RESOLUTION NO.431 -11 SETTING THE DATE FOR A PUBLIC HEARING ON AN ORDINANCE DESIGNATING THE WHITE WATER CREEK BRIDGE AS A CITY LANDMARK Whereas, the Historic Preservation Commission has recommended an amendment to Title 16 Chapter 10 (Historic Preservation) of the City of Dubuque Code of Ordinances designating the White Water Creek Bridge as a landmark; and Whereas, the City of Dubuque Code of Ordinances requires that the City Council shall conduct a public hearing on the ordinance establishing a proposed landmark not less than 30 days of submitting the ordinance to the State Historic Preservation Office for its review and recommendation. NOW THEREFORE, BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF DUBUQUE, IOWA: Section 1. The City Clerk is hereby authorized and directed to forward the proposed nomination and ordinance establishing the Historic White Water Creek Bridge as a landmark to the State Historic Preservation Office for its review and recommendation. Section 2. The City Clerk is further authorized and directed to cause a notice to be published as prescribed by 16- 10 -6(G) of the City of Dubuque Code of Ordinances of a public hearing on the city's consideration of a nomination and proposed ordinance to designate the Historic White Water Creek Bridge as a landmark, to be held on the 6th of February, 2012, at 6:30 o'clock p.m. in the City Council Chambers at the Historic Federal Building, 350 W. 6th Street, Dubuque, Iowa. Section 3. The City Council will meet at said time and place for the purposes of conducting a public hearing and taking action on the nomination and proposed ordinance to designate the Historic White Water Creek Bridge as a landmark. Passed, approved and adopted this 19th day of December, 2011. Attest: Kevin Firnstahl, City Clerk Lynn Sutton, Mayor Pro -Tem Prepared by: Laura Carstens, City Planner Address: City Hall. 50 W 13th St Telephone: 589 -4210 Return to: Kevin Firnstahl City Clerk Address: City Hall- 50 W. l3'h St Telephone: 589 -4121 ORDINANCE NO. -12 AN ORDINANCE AMENDING TITLE 16 CHAPTER 10 (HISTORIC PRESERVATION) OF THE CITY OF DUBUQUE CODE OF ORDINANCES, UNIFIED DEVELOPMENT CODE, BY ADDING A NEW SECTION 16- 10- 7(B)(10) DESIGNATING THE WHITE WATER CREEK BRIDGE AS A LANDMARK Whereas, the Historic Preservation Commission has recommended an amendment to Title 16 Chapter 10 (Historic Preservation) of the City of Dubuque Code of Ordinances designating the White Water Creek Bridge as a landmark; and Whereas, the City Council concurs with the designation of the White Water Creek Bridge as a landmark in accordance with the provisions of Title 16 Chapter 10. NOW, THEREFORE, BE IT ORDAINED BY THE CITY COUNCIL OF THE CITY OF DUBUQUE, IOWA: Section 1. That Title 16 of the City of Dubuque Code of Ordinances, Unified Development Code, Chapter 10 is hereby amended by adding the following new section: Sec. 16- 10- 7(B)(10) White Water Creek Bridge: The property hereinafter described is hereby designated as a landmark, according to the provisions of this chapter: The span of bridge situated on Lot H Dubuque Industrial Center West Final Plat, commonly known as the Bergfeld Recreation Area, 7600 Chavenelle Drive. Section 2. This ordinance shall take effect immediately upon publication, as provided by law. Passed, approved and adopted this day of , 2012. Roy D. Buol, Mayor Attest: Kevin S. Firnstahl, City Clerk THE CITY OF DUBTh?iJE Masterpiece on the Mississippi DVariance Conditional Use Permit ❑Appeal ❑Special Exception DLimited Setback Waiver ❑Rezoning /PUD Dubuque III If 2007 PLANNING APPLICATION FORM ❑Preliminary Plat ▪ Major Final Plat ❑Minor Final Plat ❑ Simple Site Plan ❑ Minor Site Plan DMajor Site Plan Please type or print Ieaibly in ink Property owner(s): City of Dubuque Address: 50 W. 13th Street ❑Simple Subdivision ['Text Amendment DTemporary Use Permit ❑Annexation ❑Historic Revolving Loan Historic Housing Grant City: Dubuque Planning Services Department City Hall — 50 W. 13th Street Dubuque, IA 52001 -4864 Phone: 563- 589 -4210 Fax: 563- 589 -4221 planning@acityofdubuque.orq Certificate of Appropriateness ❑Advisory Design Review (Public Projects) ❑Certificate of Economic Non - Viability Historic Designation: Landmark Demolition in Conservation District DReview of Preservation Alternatives Phone: (563) 589 -4210 State: IA Zip: 52001 Fax #: (563) 589 -4221 Cell #: E -mail: djohnsonRcityofdubugue.org Applicant /Agent: Same Phone: Address: City: State: Zip: Fax #: Cell #: E -mail: Site location /address: 7600 Chavenelle Drive Neighborhood Association None Existing zoning: PUD Proposed zoning: N/A District: Landmark: ❑Yes No Legal Description: LOT H DUBUQUE INDUSTRIAL CENTER WEST FINAL PLAT tO. ;36 . 351 • 009 Total property (lot) area (square feet or acres): 24 Describe proposal and reason necessary (attach a letter of explanation, if needed): Landmark designation for the historic White Water Creek Bridge, in accordance with the Section 106 mitigation required by the State Historic Preservation Office due to relocating the bridge to the Bergfeld Recreation Area in the Dubuque Industrial Center West. CERTIFICATION: I /we, the undersigned, do hereby certify /acknowledge that: 1. It is the property owner's responsibility to locate property lines and to review the abstract for easements and restrictive covenants. 2. The information submitted herein is true and correct to the best of my /our knowledge and upon submittal becomes public record; 3. Fees are not refundable and payment does not guarantee approval; and 4. All additional required written and graphic materials are attached. Property Owner(s): City of Dubuque Applicant /Agent(s): Date: 11/7/2011 Date: l 7 /l FOR OFFICE USE ONLY Fee: 0 Received by: Date: 9 If Docket: 11 /17/2011 THE CITY OF DUB Masterpiece on the Mississippi TO: Historic Preservation Commission FROM: Laura Carstens, Planning Services Manager -g6C/ SUBJECT: White Water Creek Bridge Landmark Designation Nomination DATE: November 10, 2011 Dubuque it * * * *'; All -Amer eaCitry 1 I' 2007 Introduction This memorandum forwards the landmark designation nomination for the historic White Water Creek Bridge. Article 10 of the Unified Development Code (UDC) requires the Historic Preservation Commission to hold a public hearing and make a determination whether the bridge meets the criteria for local landmark designation. The Commission's determination will be forwarded to the City Council for a public hearing. Background The White Water Creek Bridge was constructed in 1872 by the Keystone Bridge Company of Pittsburgh, Pennsylvania. The Keystone Bridge Company was one of the most important and long -lived bridge companies of the 19th Century. Until its replacement with a modern bridge, this span was one of the oldest iron trusses still in use in Iowa, and was the only Keystone truss known to be in use in the state. Additional historical information is provided in the enclosed Historic American Engineering Record and National Register of Historic Places (NRHP) nomination. The White Water Creek Bridge was relocated from its original site in Dubuque to White Water Creek, 15 miles southwest of Dubuque near Cascade. In the 1990's it was determined the bridge could no longer handle vehicular traffic and it was decommissioned. It was removed from White Water Creek to a storage site on adjoining farmland in June of 1999 where it was stored while the current relocation and rehabilitation project was assembled. The City of Dubuque agreed to accept ownership of the bridge from Dubuque County and began preparing engineering plans and specifications. The Agreement included preservation of the bridge and its reuse on a bike /hike trail in the city. With the help of many dedicated people, and the financial assistance from the State Historical Society of Iowa, the bridge was relocated to the Bergfeld Recreation Area on August 3, 2010. The bridge was positioned outside of the recreation area while it was rehabilitated. With the help of paint analysis, the bridge once again boasts its original color. The bridge was located on top of new concrete abutments and is a cultural and recreational highlight of the Bergfeld Recreation Area and trail system. The bridge will be placed back in service once decking and a new railing is installed on the bridge. Drawings for the relocation and rehabilitation effort are enclosed. 1 Discussion The White Water Creek Bridge was listed on the National Register of Historic Places on June 25, 1998. When the bridge was relocated, it was removed from the National Register. A requirement of the State grant funding to relocate the bridge is to prepare a new National Register nomination as part of the Section 106 mitigation. That effort is in process. Staff believes local landmark designation also should be pursued. One of the Commission's duties is: To research and recommend to the City Council the adoption of ordinances designating properties or structures having historic, architectural, archeological or cultural value or significance as "landmarks ". Article 10 of the UDC defines Landmark as: a property or structure designated by ordinance ... that is worthy of preservation, rehabilitation or restoration because of its prehistoric, historic, architectural, archeological or cultural significance to the city, the state or nation. The Commission's role is to make a determination on the application as to the following: 1. The nominated structure: i. Is of "architectural significance ", as defined by this chapter; or ii. Is associated with events that have made a significant contribution to the broad patterns of the history of the city of Dubuque, Dubuque County, the state of Iowa or the nation; or iii. Is associated with the lives of persons significant in the past of the city of Dubuque, Dubuque County, the state of Iowa or the nation; or iv. Has yielded, or may be likely to yield, information important in prehistory or history; and 2. The structure has sufficient integrity of location, design, materials and workmanship to make it worthy of preservation or restoration; and 3. The structure is at least fifty (50) years old, unless the Commission determines that it has achieved significance within the past fifty (50) years and is of exceptional importance. The Commission's recommendation on the landmark nomination and an ordinance for designation of the landmark will be transmitted to the City Council. The City Council will set a public hearing, and submit the proposal to the State Historic Preservation Office for a 30- day review prior to the hearing. After the public hearing, the City Council will approve or disapprove the proposal, or refer the nomination back to the Commission for modification. Requested Action Planning Services Staff requests that the Commission review the landmark nomination for the historic Water Creek Bridge, and then make a recommendation to City Council whether the nomination meets the criteria for consideration. Enclosures 2 HISTORIC AMERICAN ENGINEERING RECORD WHITE WATER CREEK BRIDGE, (Dubuque - Dunleith Railroad Bridge (Approach Span)) Location: /NEE /n wl+ 31-C3ERN1 V, 1— HAER No. IA-51 Spanning White Water Creek on county Road, 4.0 miles southwest of Bernard; Dubuque county, Iowa UTM: 15.672160.4685470 USGS: Fillmore, Iowa quadrangle (7.5 minute series, 1972) Date of Construction: 1872 Designers: Builder /Fabricator: Present Owner: John Piper and Jacob H. Linville [designers and patentees] Keystone Bridge Company, Pittsburgh, Pennsylvania Dubuque County, Iowa Present Use: Roadway bridge Significance: This bridge is a remaining span of a seven -span approach bridge built in 1872 to serve a larger seven -span bridge built in 1868 over the Mississippi River at Dubuque. The larger bridge was the first to span the Mississippi at Dubuque, and was one of the earliest of all Mississippi River bridges. The superstructures of both the approach bridge and the river bridge were fabricated and erected by the Keystone Bridge Company, one of the most important and long -lived bridge companies of the nineteenth century. This span is one of the oldest iron trusses still in use in Iowa, and is the only Keystone truss known to be in use in the state. Historian: Robert W. Jackson, August 1995 Project Information: This document was prepared as part of the Iowa Historic Bridges Recording Project performed during the summer of 1995 by the Historic American Engineering Record (HAER). The project was sponsored by the Iowa Department of Transportation (IDOT). Preliminary WHITE WATER CREEK BRIDGE HAER No. IA -51 (Page 2) research on this bridge was performed by clayton B. Fraser of rraserdesign, Loveland, CO. Early in January 1868, industrialist Andrew Carnegie visited Dubuque, Iowa, with Keystone Bridge Company engineer Walter Katte. Carnegie was vice president and partner in the Keystone company, which he had organized in 1865. The Pittsburgh based firm was basically a renaming and reorganization of the Piper and Shiftier bridge firm which Carnegie had organized in 1862. He felt that his personal attention was crucial to the success of Keystone's efforts to win the contract to build a railroad bridge across the Mississippi River between Dubuque and Dunleith, Illinois. This was a contract which Carnegie desperately wanted, because it played a crucial role in his plans to control certain aspects of the growing railroad business in Iowa.' Building the structure, which Carnegie later characterized as "the most important railway bridge that had been built up to that time,i2 would establish Keystone as a major builder of bridges across the Mississippi. The company would therefore be in an excellent position to build the other railroad bridges which Carnegie knew must eventually span both that river and the Missouri River. But the construction contracts for these bridges represented only the tip of the financial iceberg which lay underneath the surface of the Keystone operation. Carnegie also expected to profit from sale of the materials which his Union Iron Works would provide to the bridge company, from his share in the railroad companies that would benefit from the existence of the bridges, from the construction companies that built the railroads, and from commissions on the sale of bonds used to finance both the bridge companies and the railroads. 'The account of Carnegie's visit to Dubuque is taken mainly from Andrew Carnegie, putobioaranhv of Andrew Carnegie (New York: Houghton Mifflin Co., 1920), 123 -125. See also Alvin F. Harlow, Andrew Carnegie (New York: Julian Messner, 1959), 89. Information_ concerning Carnegie's bridge and railroad related business activities is taken mainly from Joseph Frazier Wall, Andrew Carnegie (New York: Oxford University Press, 1970), 269, 278 -281. See also Harlow, 78; Harold C. Livesay, Andrew Carnegie and the Aise of Bia Business (Boston: Little, Brown & Co., 1975), 54, 70; and John K. Winkler, Incredible Carnegie (New York: Vanguard Press, 1931), 106. 2Carnegie, 123. WHITE WATER CREEK BRIDGE HAER No. IA -51 (Page 3) Carnegie was instrumental in the formation of the Davenport & St. Paul Construction Company which was created to build a rail line north from Davenport, Iowa to St. Paul, Minnesota. The line constructed by this syndicate (which Carnegie served as treasurer) was to carry traffic which crossed the first bridge to span the Mississippi River - the Davenport -Rock Island Bridge (1856). The list of investors for this company was virtually identical to that of the Davenport & St. Paul Railroad Company, which counted Ohio Governor William Dennison among its backers. Carnegie also played a crucial role in the formation of the Iowa Contracting Company in 1869, which was organized to build a railroad from Keokuk, Iowa to Nebraska City, Nebraska. This line would carry traffic which crossed the Mississippi on the Keokuk & Hamilton bridge, which Keystone contracted to build in December of 1868. Carnegie, who took bonds and stocks in the Keokuk & Hamilton Bridge Company as payment for Keystone's contract, eventually became president of the bridge company. Given the complex web of financial arrangements which Carnegie intended to spin in support of his empire, it is understandable that he would have a keen interest in the outcome of the contract for the Dubuque bridge. Upon arriving in that city, Carnegie found that the Dunleith and Dubuque Bridge Company had already decided to award the contract to the lowest bidder, a firm from Chicago.3 But Carnegie was not about to give up. He went to work on the company directors, finding them to be "delightfully ignorant of the merits of oast- and wrought -iron. We had always made the upper chord of the bridge of the latter, while our rivals' was made of cast -iron. This furnished my text.14 Picturing for these men the results of a steamboat striking against a bridge made entirely of cast iron, as opposed to one of cast and wrought iron, he claimed that, "In the case of the wrought -iron chord it would probably only bend; in the case of the cast -iron it would certainly break and down would come the bridge. "5 At this moment, one of the bridge directors enforced carnegie's argument by stating to the board that on a recent 3Carnegie does not name the competing firm. However, the only. Chicago bridge contractor likely to have the capacity to build the type of struoture required was the Boomer Bridge Works, run by Lucius B. Boomer. Together with brother -in -law Andros B. Stone, Boomer built the first railroad bridge across the Mississippi River between Davenport, Iowa and Rock Island, Illinois in 1856. 4Carnegie, 124. 5lbid. WHITE WATER CREEK BRIDGE HAER No. IA -51 (Page 4) night he had run his buggy in the dark against a cast -iron lamp- post, which had broken to pieces. Seizing the moment, Carnegie exclaimed "Ah, gentlemen, there is the point. A little more money and you could have had the indestructible wrought -iron and your bridge would stand against any steamboat. We never have and we never will build a cheap bridge. Ours don't fail. "6 The directors, however, proved to be as shrewd as Carnegie and informed him that his company could have the contract, provided that the bridge be built for the lower price bid by the Chicago firm. Carnegie agreed, and when the bids were opened on January 13, 1868, the Keystone Bridge Company was awarded the contract for the superstructure. The contract for the substructure went to Reynolds, Saulpaugh & Company of Rock Island, Illinois.? The decision of the Dunleith and Dubuque Bridge Company board of directors to chose a cast- and wrought -iron design over one entirely of cast iron, for the same price, was quite sound. Cast iron is a brittle metal that has high compressive strength but low tensile strength (it doesn't stretch well) and a lack of ductility (it doesn't react well to shooks). Wrought iron, on the other hand, is equally strong in compression and tension. Changes in temperature affeot cast iron more adversely than wrought iron, and the force required to cause rupture of cast iron is small compared to that for wrought iron. After the Civil War, bridge fabricators increasingly followed the lead of designer Wendell Bollman in using the far more expensive wrought iron for tension members, which were required to stretch, and cast iron for compression members. The combination of the two materials allowed bridge builders to keep costs at a minimum while insuring a certain degree of reliability.8 6ibid. ?History of Dubuque County Iowa (Chicago; Western Historical Co., 1880), 637 -638. In his account of this incident, which was written many years after the fact, Carnegie provided little information regarding the particulars of the bidding process. Given the ethics of business practice at this time, however, it is . possible that Carnegie learned Keystone was not the low bidder before the bids were opened on January 13, and made his deal with the board of directors in a private meeting before that date. 8Eric DeLOny, "The Golden Age of the Iron Bridge," American Heritage of Invention & Technology (Fall 1994), 8 -22; Mansfield Merriman, Mechanics of Materials (New York: John Wiley & Sons, 1914), 55 -59; David Plowden, Bridges: The Spans of North America (New York: Viking Press, 1974), 65. WHITE WATER CREEK BRIDGE HAER No. IA -51 (Page 5) The Keystone Bridge Company, after examining the results of extensive tests conducted on both types of material, concluded that upper chords of cast iron could be safely used in bridge construction if properly fabricated and designed. The preference of the company, however, was to use columns and compression chords entirely of wrought iron. Cast iron was only used in short blocks or flat, solidly- bedded plates, which were subjected to compressive strains, and, in some instances, in bases and capitals of posts, washers, gibs, eta. should any portion be subjected to tensile strain, the safe limit was assumed at one and a quarter tons per square inch.9 The Dubuque - Dunleith Bridge was completed in December 1868, one month ahead of schedule at a cost of $800,000.!0 The 1,760 foot - long bridge, which was officially opened on New Year's Day, 1869, was originally accessible on the west (Dubuque) side by a wood trestle approach of about 2,400 feet which crossed the slough between First Street and the bridge. Over a period of years the City of Dubuque began filling in this slough, thus allowing a shorter trestle. In January 1872 the Keystone Bridge Company completed the erection of seven cast and wrought iron, eight panel pin - connected Pratt through trusses over the slough in 9Keystone Bridge Company, Descriptive Catalogue of Wrought -Iron Bridges (Philadelphia: Allen, Lane & Scott, 1875), 18 -21. Shortly after the publication of this catalogue, on the night of December 29, 1876, the cast- and wrought -iron Lake Shore and Michigan Southern Railroad bridge at Ashtabula, Ohio collapsed with great loss of life. Built in 1865, the bridge was the second and last adaptation of a Howe truss in an all iron design. The ensuing investigative report by the American Society of Civil Engineers condemned combination cast- and wrought -iron bridges in favor of all wrought -iron construction. As a result, it could be reported by T. Appleton, C.E., before a meeting of the Boston Society of Civil Engineers on February 6, 1878 that "The use of cast iron is becoming obsolete among builders of iron bridges. It is hardly ever used except for joint boxes at the ends of columns etc., and many builders find they can dispense with it even there, as experience has shown that it is not a reliable material." $ngineorina News, February 21, 1878, 60. The collapse of the bridge, however, had less to do with the choice of materials than it did with the adaptation of a Howe truss in an iron bridge. 1°Randolph W. Lyon, pubuque: The Encyclopedia (Dubuque, IA: First National Bank of Dubuque, 1991), n.p. • WHITE WATER CREEK BRIDGE HAER No. IA -51 (Page 6) place of the wooden trestle. The White Water Creek Bridge is one of these spans." On Saturday, January 13, 1872 the seven spans were tested according to the common practice of the day. Two locomotives of the Illinois Central Railroad, with tenders fully loaded with coal and water, were placed on each span in succession from east to west, making a stationary load of about one ton per lineal foot of bridge. All spans passed the test. It was also found by observation taken under span number five, that under the load of one ton per lineal foot, moving at the rate of fifteen miles an hour, the deflection of the span was only 1/32" more than with the same load stationary." At some point between 1874 and 1889, three of these approach spans were removed.13 In 1887, the same year that the High "Alex. Simplot, "View of Dubuque In 1872," A lithograph printed in History of Dubuque County. Iowa, (Western Historical Company, 1880), frontispiece; 1875 Keystone pridge Company Catalogue; F.B. Maltby, "The Mississippi River Bridges: Historical and Descriptive Sketch of the Bridges over the Mississippi River," ,journal of the Western Society of Engineers 8 (August 1903), 459; John W. Reps, Cities of the Mississippi: Nineteenth - Century Images of Urn Development (Columbia, MO: University of Missouri Press, 1994), 266 -267; U.B. Congress, House, Report of tile Chief of Engineers: 1878 -79, 45th Cong., 3rd Sass., Appendix X, "Reports Upon Bridging Navigable Waters of the United States," Chapter IV, "Description of Bridges on the Mississippi River From Saint Paul, Minn. To Saint Louis, Mo.," 983 -987. The catalogue of the Keystone Company reports that eight identical shore spans were constructed at Dubuque for the Dubuque and Dunleith Bridge Company. However, it is clear from lithographs and newspaper accounts that only seven spans were erected in 1872. '2pubuque Daily Times, 17 January 1872; Dubuque Herald, 17 January 1872. t3Evidence for the possible date of removal of the first three spans comes from bird's -eye lithographic views of Dubuque. One of . these views, Alfred R. Waud, "Bridges on the Mississippi at Dubuque," in William Cullen Bryant, ed., picturesque America. Or the Land We Live In 2, shows all seven spans in place in 1874. The other view, drawn in 1889, shows only four approach spans. See H[enry] Wellge, "Perspective Map of City of Dubuque, Iowa" (Milwaukee: American Publishing Company, 1889), a lithograph on exhibit at the Dubuque County Historical Society, Dubuque, Iowa. Both of these lithographs are reproduced in Reps, 266 -270. The Wellge view, however, is too small in reproduction for the details WHITE WATER CREEK BRIDGE BAER No. IA -51 (Page 7) Bridge (wagon bridge) was opened immediately adjacent to the railroad bridge, the city of Dubuque and the Illinois Central Railroad spend a great deal of money on civic improvements. These included a new passenger station and filling of the sloughs with land.(° It is quite possible that the two spans known to have been acquired by Dubuque County were obtained at this time. One of these spans is the White Water Creek Bridge, and the other is the bridge which formerly spanned the Little Maquoketa River. This second bridge was replaced approximately two years ago and is now owned by the Dubuque County Conservation Board. It sits in the weeds next to a heritage trail just off of Highway 52 at Clay Hill Road, approximately six miles northwest of Dubuque. The fate of the third span is unknown. The Iowa Department of Transportation Struoture Inventory and Appraisal sheets for the White Water Creek Bridge have long given a construction date of 1890, which provides some indication that the County actually erected the bridge in its present location at about that time. The main river span of the Dubuque - Dunleith Bridge was designed for the use of small steam engines and was never intended to support the heavier locomotives in use towards the end of the century. Therefore the bridge required repair and renovation in r' 1893, with the draw span being rebuilt. In 1899 there was a more substantial rebuilding of the entire bridge, which included filling of the sloughs and reconstruction of the western approach. The first river span on the Dubuque side was replaced by a solid earth embankment, which shortened the bridge by 225 feet.15 At this time the remaining four approach spans were removed. Because the work was done by the railroad, it is probable that it maintained ownership of these spans. The eventual fate of these trusses is unknown, but given that they were made of iron they were probably not of any further use to the railroad. Therefore, it is assumed that they were scrapped. The seven approach spans were identical Linville and Piper patent trusses, each a 93/ long, eight- panel, pin - connected Pratt through truss with inclined end post and riveted, wrought -iron Keystone columns. The upper chord has two channels with cover plate and lacing while the lower chord has two looped square eyebars on the outer panels and four looped square eyebars on the middle four panels. The verticals are riveted Keystone columns with two looped square eyebars at the hip. The diagonals are to be made out. 14Frank T. Oldt, ed. History of Dubuque County. Iowa (Chicago: Goodspeed Historical Assoc.: 1911), 189. 15pubuaue Herald, 7 November 1899; Maltby, 457. WHITE WATER CREEK BRIDGE BAER No. IA -51 (Page 8) looped square eyebars and the lateral bracing features round eyerods with turnbuckles. The struts are slotted cast -iron I- beams, and the floor beams are I- beams, A- bolted to the verticals. Because the approach bridge was not designed for, and posted against, pedestrian traffic, there were originally no guardrails. At some point the White Water Creek Bridge acquired lattice guardrails (probably of steel), and the span over the Little Maquoketa River acquired steel plate guardrails (now removed). Each span has cast -iron hip blocks, bearing shoes, portal knee braces and vertical connectors. These spans featured the characteristic "Keystone" wrought -iron cylindrical hollow column, which was patterned after a design first used in 1861 by Linville on the 192 -foot span over the Schuylkill River near Philadelphia, Pennsylvania. Following the construction of that bridge, Linville was granted patents for columns made of sections, united by transversely intersecting tie - bolts. This design is perhaps the most striking feature of the White Water Creek Bridge. It was claimed by Linville that the swelling of the column towards the center, along with separation of the sections, would provide greater resistance to flexure and allow for the interior of the columns to be inspected for corrosion and repainted. According to the 1875 Keystone Catalogue, "the cylindrical form of strut or column is the best adapted, theoretically, to resist compressive force, applied vertically, in the direction of its axis. A hollow cylinder, of uniform thickness, is the only form of strut offering uniform resistance to flexure, transversely, in every direction, and affording the highest resistance with the least expenditure of material.j16 Despite this claim, the lateral struts of the White Water Creek Bridge are slotted I- beams. Several Piper and Linville design innovations, in addition to the use of hollow cylindrical columns, are claimed in the 1875 Keystone catalogue for their single intersection through trusses. These include wrought -iron upper chords, weldless chord links, pin connections, adjustable counters, suspended cross- girders, and improved safety floors. Although not all of these design features can said to be unique to the Keystone company, it is clear that the association of Piper and Linville was most productive. John Piper, the lesser known of the two patent holders of this truss design, first met Andrew Carnegie in 1856 when Piper was chief mechanic for the Pennsylvania Railroad Company shops in 16Keystone Bridge Company, 25. WHITE WATER CREEK BRIDGE HAER No. IA -51 (Page 9) Altoona. Carnegie, who was then assistant to railroad general superintendent Thomas Scott, found himself immediately impressed with Piper and the two men struck up a close friendship. They worked together in 1861 on rebuilding the Long Bridge across the Potomac River, and in 1862 Carnegie suggested to Piper that he and general bridge supervisor Aaron Shiffler should form an independent company for the erection of railroad bridges. This action was taken in February 1862 with Carnegie, Scott, Piper, Shiffler, and company chief engineer for bridges and buildings Jacob H. Linville as partners. Each partner received a one -fifth interest for $1,250.° Much of Piper's work for the railroad involved the rebuilding of wooden bridges that had been destroyed by fire, a common occurrence in the days preceding the introduction of metal railroad bridges. Piper had often discussed with Linville designs for iron bridges that would have the flexibility of wood, and several patents were taken out by the two men prior to construction of the first iron bridge in the Altoona shop. It was the success of this small bridge, which replaced an earlier wooden bridge on the line, that encouraged Carnegie to suggest the formation of the Piper & Shiffler bridge company.18 Linville was still on the staff of the Pennsylvania Railroad Company in 1862 when Congress granted the right to a subsidiary of that line, the Pittsburgh, Cincinnati, Chicago & St. Louis Railroad, to build a bridge across the Ohio River at Steubenville. The 320 -foot iron span, the first long -span truss in the country, was completed in 1864. Its erection required the provision of special tools, machinery, testing apparatus, and appliances of erection due to its unusual dimensions, length, and proportions. This included a 500- ton - capacity machine designed by William Sellers of Philadelphia in 1863 that allowed the testing of full -sized structural members to the point of failure.° The experience of erecting this bridge no doubt convinced the partners of the Piper and Shiffler company that a significant expansion of the firm's capabilities would be necessary to build the huge spans needed to cross the Ohio, Mississippi, and Missouri. Therefore, the company was reorganized with an initial °Wall, 188 -189; Carnegie, 116. "Carnegie, 115 -116; Livesay, 53; Harlow, 76; Hendrick, 128; Wall, 228. The 1875 Keystone Catalogue suggests that this bridge may have been built on the Junction Railway. See page 25. 19Delany, 18; Plowden, 69; Keystone Bridge Company, 12. WHITE WATER CREEK BRIDGE HAER No. IA -51 (Page 10) capital of $300,000 in 1865 with Linville as president, Piper as general manager, Shiffler as assistant general manager, and Walter Katte as engineer. Scott served as a silent partner, subscribing to half of Carnegie's $80,000 stock investment. The original bridge works of the Piper & Shiffler company were enlarged and improved, and the company immediately began making a profit?) 2° On January 20, 1868, shortly after Carnegie had successfully wrapped up the contract for the bridge at Dubuque, he wrote a letter to the directors of the Keystone company urging them to expand the plant facilities of the firm by building a new blacksmith shop, purchasing additional machinery, and acquiring land across the Allegheny River for a new foundry so that the company would have the necessary capacity to win further contracts for the really "big bridges at St. Louis and Omaha.p21 In 1872, the year the Dubuque approach spans were erected, the Legislature of Pennsylvania authorized the Keystone company to increase its capital stook to $1,500,000, at which time it erected new works of enlarged capacity, including machine - shops, smith - shops, riveting- sheds, bolt - cutting and testing houses, pattern - shops, a large iron building for a foundry, offices, stables, and "all the accessories of a first -class establishment ".22 The Keystone Bridge Company was certainly a first -class establishment in 1872, and until its absorption along with twenty -four other firms by the American Bridge Company in 1900, could be counted as one of the most important manufacturing enterprises in American industrial history. The White Water Creek Bridge is the only product of this company known to still be in use in the state of Iowa. It is therefore important not only for its association with an early Mississippi River bridge, but also as a rare extant example of the work of the Keystone company. 20Keystone Bridge company, 7; Wall, 228 -229. 21Wall, 270 -271. 22Keystone Bridge Company, 7. WHITE WATER CREEK BRIDGE HAER No. IA -51 (Page 11) APPENDIX IMPLICATIONS FOR FURTHER RESEARCH Several questions concerning the White Water Creek Bridge arose during the research and writing of this report. Some of these questions, due to limitations in the scope of the Iowa Historic Bridges Recording Project, have remained unanswered. It is suggested that scholars interested in this bridge consider pursuing the following: 1. Which firm was the original low bidder for the Dubuque - Dunleith Bridge superstructure construction contract? 2. What was the contract amount for the river bridge, and for the approach spans? 3. When were the first three spans of the approach bridge moved from their original location? 3. Where did the third, "missing" span taken down between 1874 and 1889 end up? 4. Why does the 1875 Keystone Catalogue indicate that the Dunleith and Dubuque Bridge Company bought eight 93/ spans, instead of the seven that were erected? • WHITE WATER CREEK BRIDGE HAER No. IA -51 (Page 12) SOURCES CONSULTED Carnegie, Andrew. Autobiography of Andrew Carnegie, New York: Houghton Mifflin Co., 1920. DeLony, Erie. "The Golden Age of the Iron Bridge." American Heritage of Invention & Technologm (Pall 1994): 8 -22. Dubuque Daily Times, 17 January 1872. Dubuque Heral4, 17 January 1872; 7 November 1899. Harlow, Alvin F. Andrew Carnegie. New York: Julian Messner, 1959. History of Dubuaue County, Iowa. Chicago: Western Historical Co., 1880. Keystone Bridge Company. Descriptive Catalogue of Wrought -Iron Bridges. Philadelphia: Allen, Lane & Scott, 1875. Livesay, Harold C. Andrew Carnegie and the Rise of Big Business. Boston: Little, Brown & Co., 1975. Lyon, Randolph W. Dubuque: The Encyclopedia. Dubuque, IA: First National Bank of Dubuque, 1991. Merriman, Mansfield. Mechanics of Materials. New York: John Wiley & Sons, 1914. Maltby, F.B. "The Mississippi River Bridges: Historical and Descriptive Sketch of the Bridges over the Mississippi River." Journal of the Western Society of Engineers 8. (August 1903):418. Oldt, Prank T., ed. History of Dubuque County Iowa. Chicago: Goodspeed Historical Assoc., 1911. Plowden, David. pridges: The Spans of North America. New York: Viking Press, 1974. Reps, John W. Cities of the Mississippi: ineteenth- Century Images of Urban Development. Columbia, MO: University of Missouri Press, 1994. U.S, Congress, House. Report of the Chief of Engineers: 1878 -79. 45th Cong., 3rd Sess., Appendix X, Chap. IV., 1879. WHITE WATER CREEK BRIDGE HAER No. IA -51 (Page 13) Wall, Joseph Frazier. Andrew Carnegie. New York: Oxford University Press, 1970. Winkler, John K. Incredible Carnegie. New York: Vanguard Press, 1931. ADDENDUM'i'O WHITE WATER CREEK BRIDGE (Dubuque- Dunleith Railroad Bridge (Approach Span)) Iowa Historic Bridges Recording Project Spanning White Water Creek on County Road Bernard vie. Des Moines County Iowa WRIT.UN HISTORICAL AND DESCRIPTIVE DATA HISTORIC AMERICAN ENGINEERING RECORD Notional hilt-Sett 1849 C Wet, NW aliiiiiiglon, [113 O 40 BAERNo, IA -51 HRE2 /OW/ 3I- 13ERN,U, WHITE WATER CREEK BRIDGE 11) IERNAR.D9 IOWA 1172 ' OTOt CY O®t®°a State Map IOWA DUBUQUE COUNTY DUBUQUE KI, BERNARD •OES MOINES PEOST BERNARD CASCAD ale e mu, SCALE. I "= 2 MILES Location Map 611 b Based on Highway and Transportation Map of Dubuque County, Iowa, Prepared by me Iowa oepadme 1 br Transportation. 1904, and Me USG 3 7.55 6 min aeries Topographic Map, Fillmore, Iowa Quad angle. 1910 UTM 15 672150.4695470 South Elevation /Section A -A 0 0122 0.1 ILO FL k. This ridge 1s a remaining span of a seven -span approach bridge bull) In 189E to serve a 1 rger seven -span bridge built In 1868 over the Miss! shop, River at Dubuque The larger bridge was the first to span the Mlssi sfppe at Duhuque, and was one of the earliest of ell Mississippi River bridges At ome palnl between 1874 and 1889. Three of the approach spans, Inc tiding this truss, were moved from their original location. Ownership of This span was transferred from the Dubuque and Daniel:II Bridge Company to Dubuque County. and the counly moved the bridge lo lls present ("cation. The superstructures of both the approach bridge and the river bridge were fabricated and erected by the Keystone Bridge Company, one of Iha most Important and long -lived bridge companies or the nineteenth century This span Is one of the oldest Von trusses still in use In lows, and is the only Keystone truss known to be In use In the stale. Virginia M. Price 1995 The Iowa Historic Bridges Recording Project is part of one-range program to document historically s/gndlcantering, Industrial, and maritime altos In Me United Stales. The HAER program is administered by the National P rk Service, U.S. Deportment of the Inferior. The Iowa Hlst do Bridges Record ng Project was cosponsored during the summer of 199 by HAER under he general direction of Dr. Robert J Historical So, Chiel, and by the Iowa on Office n1 of Federal Highway Me Slate Historical Society of Iowa, 1 wa Division Office or the Federal Highway Ad flop, and the lewd Trap porlalion Center. The field work, measured drawings, historical rep As, a a photographs were E prepared under the direction of Edo DeLOal Chle/ ! HAER. The foam consisted of Caroline Sobweyer, Virginia), Erick uparvi or (ICOMOS- Rance); Roger Chien (Unlverslfy of Virginia), Erick Mcsvo (ICOMOS -Caned ), Virginia Price (University of Kansas), and Adr an Vleardlof Te oak (ICOMOS- Netherlands), architects; Robert Ja kson (University of Teras- Goldb) and Leslie Pitney (University of Pennsylvania), andlerns; Geoffrey H Goldberg (University of Mass: Joseph and uliet andler ( University of Ca /Irornsier. keley), engineers: Joseph Elliot, Sellersal le, PA, photographer; Clay Frasier, Loveland, CO; and James H,ppen, Decorah, /A, consultants. IOWA HISTORIC BRIDGES RECORDING PROJECT WHITE WATER CREEK BRIDGE— 1872 SPANKING NHn[ WATER CREEK ON !OILY aw0.4MIE0 SW CF MOMS BERNARD VICINITY DUBUQUE COUNTY IOWA Earl HISTORIC MIE.91.11 ENEWEERING RECORD SCALE l /4 "= /' -O" Ur Sphcs Joint Plate U2 Us A U4 012 4 6 8 10 /2 FEET Alice Joint Plate Us Us Up 0 05 / 2 3 4 METERS f i N to •N ' LI EAST ELEVATION LZ L3 Li L A 93'- 8'12655 MI i- Splice Pfafe /BUiAUp Wrought.ron Top Chord _!.,_ i'-' ININNNNNINMNYINNMi .Fa�/al \I /ISI %I�I��p10pY"' Letbce I Slink , Floor Beam ,.Florin Ir"Ell Snow L6 Ly Lg HIP :ona/ Strut Cast -Iron SearingShoe ' -5" r II' -8" II' -8" I(8" (3.56M) 1 II' -8" (0.45M) PARTIAL PLAN SCALE: l" =/00' 0 too 200 300 Fr 0 10 20 40 60 80 M One of these three spans became the White Water Croak Badge near Bernard wemol�u�ll�ll�lIF n � r i.uvmr.a,n�c+.ra; 11 I MAP OF THE ORIGINAL LOCATION OHigSq• PARR11OSSISSE .4 /E/I/1116$bbFm! / 1I/ d abbbbl6,,;','Y, / /II /fAOSS,RSr RF,PAKO4L SENe.S ,A �.,8VrA .osssss\, EdELdLEddl Nth R. 03 } Qgi V03 3o 3 Es tR z4 107VA ILLINOIS South Elevation of Dubuque Railway WH /TE WATER CREEK BR /DGE /572 - Draw Bridge '. em M 05n, Cast Portal i„ Cast Bearing S`a`e: 11/1 05m- Iron Bracing " \` =,' -0" 10 / /'t 1, : it �x CONNECTION N.. FCC 25/C0 Pin '•0 Lateral Strut End .:7001111 DETAILS Plate ��� � \� �I C U I ` -Iron -Beam ''''' • Ilip �•.0 lei Bracket 2Wrou9hl 11/4•Sq Eye Bars Chord Eye Beam '''' Chord F(d -Iron Diagonal ye ears Cas! -Iron 1 I Joint Box \ � 1 tlC � L a I Y ,I/ Keystone Column fli V ,000,70411 efit, , IChord Cest-lron Iron 1 44, Foot Box e ��1 0o�gh�rtt Bracing Cast - Iron; Scale: 11 /2"= 1' - 0" 05m 10 199 CONNECTION DETAILS I '13p 1 1/13' 0 Pia Built -up Wrought -Iron Upper Chord Splice Plate 1 /4'Doubler Plate 1/4° Splice Piste Cost -tron Lateral Strut 'Lacing Bars Ii 1° 0 Wrought -Iron Diagonal Bracing Cast -Iron Joint Box 2 Wrought -Iron 1a14•Sq Diagonal Eye Bars 2 Wrought -Iron 1-ira°Sq. Diagonal Eye Bars 2 Wrought -Iron Keystone 1 -1W "Sq Diagonal Column Eye Bars Spacer Gast -Iron Fool Box 4 Wrought -Iron 1 -1rz'Sq Lower Chord Eye Bars IP '-'rough t -Iran 1 -1/CSq Lower Chard Eye Bars t Loop Bars 2-3110 P11, al AP Olt 2 Wrought -Iron 1-W.59-Diagonal Eye Bars 1°0 Wrought- rron Diagonal Bracing Wrought -Iron 14/2' Sq Diagonal Eye Bars 4 Wrought -Iron 1 -1 /•Sq Lower Chord Eye Bars „, Caroline Schweyer, 1995 IOWA HISTORIC BRIDGES RECORDING PROJECT 5 °Deep Floor Beam WHITE WATER CCREEK BRIDGE (1872) winnow NAME WATER ON O119T' ROAM WES 9111 OF BARNARD BERNARD VICINITY DUBUQUE COUNTY IOWA TABLE OF SECTIONS KEY 0 U2 U5 U4 05 06 rh SCALE: 2 " "/' 0" HIP VERTICAL DIAGONAL BRACING u ?xd o o -C" /Lo" 2' -d" FEET l -//4" D it i 1 III- x/-5/4" 01 02 0.�6 METERS AIIVAI& LYUI • • ■ • L2 -U/ I 1 "J 9 -l/2" LTUJ `l -1 /4° l -3/4 L6 -117 Ti UPPER CHORD STRUT 1-1/2"-J 4-3/6" /L2" 4-1/4" 4a�/4" t-/8" - r-1-1/2° -//2° U Lp L/ LE L5 L4 L5 L6 L7 LB L3- 2 L5 -1I5 A HISTORIC BRIDGES WHITE WATER CREEK BRIDGE- 118721 :CORDING PROJECT SPANNING vmRE WATER CREEK ox mum' ROAM MLES SW Dc BERNARD ..................2“...m. BERNARD VICINITY DUBUQUE COUNTY IOWA –11-2-Yr /- //6" 1-4-41.3 77 7-3 1/2" V4 0 PORTAL BRACING FLOOR BEAM STRINGER to, Iii e / -/2 IN 12 m 1±/e Lr/ — o S • 0.y4 • L l 5 ° w B , /L/ lam" Z STRUT AT CENTER STRUT AT CENTER /-vfi =1 1. Lru5 OF FIRST OPENING OF SEVENTH OPENING l_vs" J FROM UPPER CHORD FROM UPPER CHORD 1-14-1/4" LT r—hN4" TOP LATERAL BRACING BOTTOM 'LATERAL BRACING ■L5-u4 ___,,,,, q — Ii L-1 rw" LOWER CHORD LyL6 / -5 /l6" L- ■ ■ / O �" P �� &2" e 1 �l -//2„ ' //66 LEL7 46„ _ INCLINED END POST, LARGE VERTICAL POST SMALL VERTICAL POST BASE SECTION BASE SECTION BASE SECTION ' " LeLS■ • • • a 8-1/4" 5-5/4" 2-v4" �- - LCL5� / -5//6" t N n z.6/6" " 1 11 1 L \ • L�h3i8" a ° 5 -L4 r -sA6'� • • • 7-3/4° 4//7 )�3/4" l z • l-5/lC ey \, rf ✓2" J�r�2" 5//6° / T'" G 1 1 _r —�- INCLINED END POST, LARGE VERT /CAL PDST, SMALL VERTICAL POST, - CENTER SECTION CENTER SECTION CENTER SECTION 145/16 i-1 v L5L6 ■ • ■ ■ x 7P8" 15-3/41 )-Ve % 5A6" i I L0-0) L2-02 L3-116 1' -6" a L6 -07 L6116 L4 -114 L5 -U5 5 - / /B`1 3w ° oe - V 5 V11 �∎ iDt Aliati9q7Sna_ .;„ ,14,3 if 0. p. --sszgatdfr 419 frAl bt, 4 11 Oil .V,M7AS6WAVATIVAQa -i 06 d -p- iic'gi "° 4 Qo4I y4 ®\�/ % bi ® \o/ 0'®A 0°/ \°/ `® v 1 ' 1 .�r ®� v \� v � w v v \ o E G O b�p �`�0 4 n . e 1! \ i/ ®�S 9 © ,, �D_o. .t h A l to / l 4t, a�a�1) di 'e S�L\ '!o" '/v\®.�,A©0®i © ® /r�®®®I®`Y� AP,1� 0 :aie /JtB��B s#41 • : �� /.0.9, 4. ?Aj4/ V 3i NPS Form 10 -900 (Oct. 1990) United States Department of the Interior National Park Service National Register of Historic Places Registration Form OMB No. 10024 -0010 This form is for use in nominating or requesting determinations for Individual properties and districts. See Instructions in How to Complete the National Register of Historic Places Registration Form (National Register Bulletin 16A). Complete each item by marking 5e In the appropriate box or by entering the Information requested. If an item does not apply to the property being documented, enter °N /A' for 'Mot applicable.' For functions, architectural classification, materials, and areas of significance, enter only categories and subcategories from the Instructions, Place additional entries and narrative items on continuation sheets (NPS Form 10- 900a). Use a typewriter, word processor, or computer, to complete all Items. 1. Name of Property historic name White Water Creek Bridge other names /site number 2. Location street & number Whitewater road over White Water Creek ❑ not for publication city or town 4.0 miles southwest of Bernard ■ vicinity state Iowa code IA county Dubuque code 061 zip code 52032 3. State /Federal Agency Certification As the designated authority under the National Historic Preservation Act, as amended, I hereby certify that this nomination request for determination of eligibility meets the documentation standards for registering properties in the National Register of Historic Places and meets the procedural and professional requirements set forth in 36 CFR Part 60. In my opinion, the property X meets _ does not meet the National Register criteria. I recommend that thls property be considered signilicant nati Ally X statewide locally. (_ See continuation sheet for additional comments.) AV i , 6,1 /d.. /_ OSA S4 State or Federal agency and bureau In my opinion, the property _ meets _ does not meet the National Register criteria, (_ See continuation sheet for additional comments.) Signature of certifying official/title Date State or Federal agency and bureau 4. National Park Service Certification I hereby certify that the property is: p entered in the National Register ❑ See continuation sheet ❑ determined eligible for the National Register ❑ See continuation sheet • determined not eligible for the National Register ❑ removed from the National Register ❑ other, (explain): White Water Creek Bridge Dubuque County; Iowa 5. Classification • Ownership of Property (Check as many boxes as apply) ❑ private ▪ public -local ❑ public -State D public - Federal Category of Property Number of Resources within Property (Check only one box) (Do not include previously listed resources in the count) ❑ building(s) Contributing Noncontributing ❑ district 0 0 buildings ❑ site 0 0 sites • structure 1 0 structures ❑ object 0 0 objects 1 0 Total Number of contributing resources previously listed in the National Register Name of related multiple property listing (Enter 'N /A' if property is not part of a multiple property listing) Highway Bridges of Iowa 0 6. Function or Use Historic Functions (Enter categories from instructions) TRANSPORTATION /road - related Current Functions (Enter categories from instructions) TRANSPORTATION /road - related 7. Description Architectural Classification (Enter categories from Instructions) other: pinned Pratt through truss Materials (Enter categories from instructions) foundation Concrete walls roof other Cast and wrought iron Narrative Description (Describe the historic and current condition of the property on one or more continuation sheets) Located 4 0 miles southwest of Bernard, the White Water Creek Bridge spans White Water Creek in a rural Dubuque County setting that has changed little since the structure's period of significance. A description of the structure follows: span number: span length: total length: roadway wdt.: 1 93.0' 94.0' 15.1' construction date: construction cost: current condition: alterations: 1868 unknown fair truss moved and converted from railroad to vehicular use superstructure: cast and wrought iron, 8 -panel pin - connected Pratt through truss substructure: stone abutments floor /decking: concrete deck over steel stringers other features: inclined end post: riveted, cast iron Keystone column; upper chord: 2 channels with cover plate and lacing; lower chord: 2 looped square eyebars; vertical: riveted Key- stone column (2 looped square eyebars at the hip); diagonal: looped square eyebars; lateral bracing: round eyerod with turnbuckle; strut: slotted I -beam; floor beam: I- beam, U- bolted to verticals; guardrail: steel lattice; cast iron hip block, bearing shoe, portal knee brace and vertical connectors Other than maintenance - related repairs, the bridge remains essentially unaltered since its move to a county road, as it continues to carry vehicular traffic. The White Water Creek Bridge today retains a high degree of integrity of design, materials, workmanship, feeling and association. White Water Creek Bridge Dubuque County; Iowa 8. Statement of Significance Applicable National Register Criteria (Mark 'x" in one or more boxes for the criteria qualifying the property for National Register listing) ❑ A Property is associated with events that have made a significant contribution to the broad patterns of our history. ❑ B Property is associated with the lives of persons significant in our past. ❑ C Property embodies the distinctive characteristics of a type, period, or method of construction or represents the work of a master, or possesses high artistic values, or represents a significant and distinguishable entity whose components lack individual distinction. ❑ D Property has yielded, or is likely to yield, information important in prehistory or history. Criteria Considerations (Mark 'x" In all the boxes that apply) Property is: ❑ A owned by a religious institution or used for religious purposes. ❑ B removed from its original location. ❑ C a birthplace or grave. ❑ D a cemetery, ❑ E a reconstructed building, object, or structure. ❑ F a commemorative property. ❑ G less than 50 years of age or achieved significance within the past 50 years. Narrative Statement of Significance (Explain the significance of the property on continuation sheets.) Areas of Significance (Enter categories from instructions) ENGINEERING Period of Significance 1868 (The period of significance is derived from the original construction date.) Significant Dates 1868 (construction date) Significant Person (Complete if Criterion B Is marked above) N/A Cultural Affiliation N/A Architect /Builder designer Keystone Bridge Company, Philadelphia PA labdcator: Keystone Bridge Company, Philadelphia PA builder: Keystone Bridge Company, Philadelphia PA 9. Major Bibliographical References Bibliography (Cite the books, articles, and other sources used In preparing this form Previous documentation on file (NPS): ❑ preliminary determination of individual listing (36 CFR 67) has been requested ❑ previously listed in the National Register p previously determined eligible by the National Register ❑ designated a National Historic Landmark ❑ recorded by Historic American Buildings Survey ❑ recorded by Historic American Engineering Record on one or more continuation sheets.) Primary location of additional data: ❑ State Historic Preservation Office ❑ other State agency ❑ Federal agency ❑ Local government ❑ University ❑ other name of repository: White Water Creek Bridge Dubuque County; Iowa 10. Geographical Data Acreage of Property less than one acre UTM References (Place additional UTM references on a continuation sheet) 1 15 672160 4685470 2 zone Basting northing zone Basting northing Verbal Boundary Description (Describe the boundaries of the property) The nominated property is a rectangular- shaped parcel measuring feet by feet, which is centered on the UTM point(s) listed above. Included within this rectangular parcel are the bridge's super- structure, substructure, approach spans and floor system. Boundary Justification (Explain why the boundaries were selected) The nominated structure includes the bridge's superstructure, substructure, floor system, any ap- proach spans and the property on which they rest. These boundaries encompass, but do not exceed, all of the property that has been historically associated with the bridge. 11. Form Prepared By name /title Clayton B. Fraser organization Fraserdesign date 31 August 1994 street & number 1269 Cleveland Avenue telephone 303 - 669 -7969 city or town. Loveland state Colorado zip code 80537 Additional Documentation Submit the following items with the completed form: Continuation Sheets Maps A USGS map (71/2 or 15 minute series) indicating the property's location A Sketch map for historic districts and properties having large acreage or numerous resources Photographs Representative black and white photographs of the property Additional items (Check with the SHPO or FPO for any additional Items) Property Owner (Complete this item at the request of SHPO or FPO) name /title Dubuque County street & number city or town 13063 Seipel Road Dubuque telephone 319 - 557 -7283 state Iowa zip code 52002 Paperwork Reduction Act Statement: This information is being collected for applications to the National Register of Historic Places to nominate properties for listing or determine eligibility for listing, to list properties, and to amend existing listings. Response to this request is required to obtain a benefit in accordance with the National Historic Preservation Act, as amended (16 U.S.C. 470 et seq.). Estimated Burden Statement: Public reporting burden for this form is estimated to average 18.1 hours per response including time for reviewing Instructions, gathering and maintaining data, and completing and reviewing the form. Direct comments regarding thls burden estimate or any aspect of this form to the Chief, Administrative Services Division, National Park Service, P.O. Box 37127, Washington, DC 20013 -7127: and the Office of Management and Budget, Paperwork Reductions Projects (1024 - 0018), Washington, DC 20503. NPS Form 10 -900 -a OMB Approval No. 1024 -0018 (8-86 United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet Section Number 8 Page 1 White Water Creek Bridge Dubuque County; Iowa From the start, Dubuque's fortunes have been tied inexorably to the Mississippi River. Founded by lead miners in 1833, the settlement soon became a stopping point for the boats that plied the river trade. But Dubuque almost immediately concerned itself with travel across the river as well. One of the first commercial businesses established in the fledgling town was a ferry operation on the river, founded by General George W. Jones. Later, anoth- er ferry crossed the river between Dubuque and Dunleith (now East Dubuque), Illinois, haul- ing freight, livestock and passengers across the river. In 1850 Augustus and Charles Gregoire operated the city's first steam ferry. Timothy Fanning ran a second steam line, docking the boat behind his saloon near present -day First and Iowa Streets. The wagon ferries con- tributed greatly to the commercial prosperity of Dubuque and influenced the town's physical development through the location of their terminals. But the city paid a premium for its single railroad ferry. "The interests of Dubuque and Northern Iowa suffered for many years in consequence of the lack of transportation facilities between Dunleith and Dubuque," a his- torian wrote in 1880. "The ferry which plied between these cities was in the hands of the Illinois Central Railroad Company, and it was charged that this medium of communication was not only a merciless monopoly, but inadequate to the purpose." After years of promoting for a railroad bridge by various Dubuque citizens' groups, the Dub- uque and Dunleith Bridge Company was formed in 1866. The company received a Congres- sional charter for the bridge that year - one of the first such bridge charters granted for the Mississippi River - and sold bonds in Dubuque, Boston and New York. "Then followed a storm," reported the 1880 history. "The Company applied to the [Dubuque County] Board of Supervisors, in June 1867, for right to locate the western end of the bridge, and to the [City of Dubuque] Common Council, at a session convened during the same month, for right of way into the city. In both instances, petitioners' prayers were granted, but there were many citizens who insisted upon having a wagon -way across the bridge. By opposing any conces- sion made, they hoped to secure this desideratum, in which event they were willing to grant the largest privileges compatible with the good of the city. Public meetings were held, mem- orials flooded the Council, and, altogether, a lively row became imminent, threatening to seriously embarrass, if not defeat, the enterprise." The Council quashed the uprising, how - ever, and the Dubuque and Dunleith Bridge was approved as a railroad -only crossing. In January 1868 the company contracted with the Keystone Bridge Company of Philadelphia to fabricate and erect the bridge's superstructure. Reynolds, Saulpaugh and Company of Rock Island, Illinois, were hired to build the substructure. Work on the first abutment began on January 27th; on December 15th the bridge was completed. As stated in the 1880 history: The valuable improvements in Iron- bridge building perfected within the last twenty -five years were incorporated In the structure, and, unlike most of the massive railroad iron bridges of England and Continental Europe, seems like a skeleton, so light and airy that nothing but the fact of experience and the warrant of engineers induce a belief that it can sustain a train of freight -cars weighing 200 tons. To the eye, seen from a short NPS Form 10 -900 -a OMB Approval No. 1024 -0018 (8 -861 United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet Section Number 8 Page 2 White Water Creek Bridge Dubuque County; Iowa distance, the ironwork appears to be a few large, heavy bars of iron bolted together at intervals of a few feet, perpendicular iron posts kept in place by iron rods crossing each other diagonally, and the sides held in place by horizontal cross rods at the top and the bottom.... Tempests may sweep the river, but will produce no effect on such a triumph of mechanical skill. Unlike the heavy, solid, bolted iron plates which form the body of the Tubular Victoria Bridge, here Is open ironwork, graceful in structure, beautiful in design, and representing $750,000 worth of the use of American brains and labor to promote commercial interests with facility and profit. Extending 1760 feet in length, the bridge consisted of six stationary trusses and a 360 -foot swing span. All of the fixed spans featured Keystone's patented sectional -tube trusses, which made extensive use of omamental cast iron compression members and connector blocks. Im- mediately west of the main bridge over the river's channel was a shorter bridge over a slough, built in 1872. This second structure was comprised of pinned Pratt through trusses, which also employed the classic Keystone configuration. The main bridge was replaced in parts - the swing span replaced in 1893, the easternmost fixed truss replaced with earth fill in 1899, three of the western fixed trusses rebuilt in 1899 and the remaining two fixed truss- es rebuilt in 1903. The extensive timber trestle over the west floodplain was replaced with earth fill, and, at some point, the approach bridge over the western slough was removed. Dubuque County acquired at least two of the spans from this latter structure, using them on county roads. The White Water Creek Bridge in White Water Township is one of those spans. (The other: the Cloie River Bridge [DUBU21].) It was moved and re- erected at an unknown date on this rural crossing near the southern county line. Here it has carried relatively light vehicular traffic. The floor system has been modified somewhat to accommodate the wider roadway, but the truss superstructure remains in unaltered and well - preserved condition. The importance of the Dubuque and Dunleith Bridge to interstate commerce can hardly be overstated. As one of the first permanent bridges over the Mississippi River, it ensured Dubuque's role as a regional trade nexus and, on a broader scope, helped facilitate the west - em movement after the Civil War. Removed from the context of the original, multiple -span structure, this single span's role on a minor county road is less momentous in its historical contribution. But as one the last two remaining fragments of the original railroad structure, it enjoys a degree of significance, despite its radical change of setting. The White Water Creek Bridge is technologically significant as one of the last remaining examples in America of cast iron truss construction. Built by one of the country's premier bridge fabricators of the 1860s, it features Keystone's patented cast iron columns and ornamental cast iron connector Mocks. Iowa's oldest surviving all -metal bridge and one of America's last cast iron trusses, it is distinguished as a rare survivor from the country's earliest period of all -iron bridge con- struction. NPS Form 10 -900 -a OMB Approval No 1024-0018 (8-86) United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet Section Number 9 Page 3 White Water Creek Bridge Dubuque County; Iowa Iowa Department of Transportation, Structure Inventory and Appraisal: Structure Number 146040. F.B. Maltby, "The Mississippi River Bridges: Historical and Descriptive Sketch of the Bridges over the Mississippi River," Journal of the Western Society of Engineers, 8 (August 1903), pages 419 -493. The History of Dubuque County, Iowa (Chicago: Western Historical Company, 1880), pages 637 -640. Field inspection by Clayton Fraser, 15 December 1989. NAMES) OF STRUCTURE White Water Creek Bridge PHOTOS AND SKETCH MAP OF LOCATION LOCATION MAP TAKEN FROM IOWA DEPARTMENT OF TRANSPORTATION HIGHWAY AND TRANSPORTATION MAP SOURCES Iowa Department of Transportation, Structure Inventory and Appraisal: Structure Number 146040; field inspection by Clayton Fraser, 15 October 1990; F.B. Maltby, "The Mississippi River Bridges: Historical and Descriptive Sketch of the Bridges over the Mississippi River," Journal of the Westem Society of Engineers, 8 (August 1903), pages 419493; The History of Dubuque County, Iowa (Chicago: Western Historical Company, 1880), pages 637 -640; field inspection by Clayton Fraser, 15 December 1989. INVENTORIED BY AFFILIATION DATE Clayton B. Fraser Fraserdesign, Loveland CO 4 June 1992 ,St. .. 1 El. . i' I 1 Iy / . P Ri A'1,,R-' 1 _ -- r i_ _T / i� r' W,A IT' ._ ' i In 1 / •I I. `� y.r�J I'. :P . 1 . boo � vs -. . <; •CADt ei i yam: -� _•� Y ; . ; , .. " c' „A I .y -r. .j- LOCATION MAP TAKEN FROM IOWA DEPARTMENT OF TRANSPORTATION HIGHWAY AND TRANSPORTATION MAP SOURCES Iowa Department of Transportation, Structure Inventory and Appraisal: Structure Number 146040; field inspection by Clayton Fraser, 15 October 1990; F.B. Maltby, "The Mississippi River Bridges: Historical and Descriptive Sketch of the Bridges over the Mississippi River," Journal of the Westem Society of Engineers, 8 (August 1903), pages 419493; The History of Dubuque County, Iowa (Chicago: Western Historical Company, 1880), pages 637 -640; field inspection by Clayton Fraser, 15 December 1989. INVENTORIED BY AFFILIATION DATE Clayton B. Fraser Fraserdesign, Loveland CO 4 June 1992 CITY OF DUBUQUE LETTING DATE: DUBUQUE COUNTY BRIDGE REHABILITATION PERMITS IOWA DEPARTMENT OF NATURAL RESOURCES PERMIT NO.: 05 -101 DATE: B /D4/05 U.S. ARMY CORPS OF ENGINEERS PERMIT NO.: CEMVR- 00- P- ID04 -1676 DATE: 1/18/2005 CITY OF DUBUQUE PLANS FOR PROPOSED 7J I WHITE\ATER CREEK BRDGE OVER THE BERGFIELD RECREATION POND BRIDGE RIDGE REHABILITATION STANDARD PLANS THE FOLLOWING STANDARD ROAD PLANS SHALL BE CONSIDERED APPLICABLE TO CONSTRUCTION WORK ON THIS PROJECT. IDENT. DATE DENT. DATE SPECIFICATIONS R ;iyrSE THE IOWA DEPARTMENT OF TRANSPORTATION STANDARD SPECIFICATONS FOR HIGHWAY AND BRIDGE CONSTRUCTION. SERIES 2001, PLUS THE APPLICABLE GENERAL SPECIFICATOHS. SP ECIFICAIONS, MENTAL DEVELOPMENTAL AND SPECIAL PTHVISIPRO, SHALL APPLY TO CONSTRUCTION ON THIS PROJECT. PROJECT TRAFFIC CONTROL PLAN ** THE STAGING AREA AND CONSTRUCTION VEHICLE-5 SHALL 6E IN THE CONSTRUCTION ZONE ONLY AS SHOWN IN THE PUNS. MILEAGE SUMMARY LOCATION UN. FT. MILES SHOP DRAWINGS SiA 100.00 TO 195A00 QS 001 ALL SHOP DRAWINGS AND FALSEWORK DRAWINGS THAT REQUIRE APPROVAL SHALL BE SUBMITTED T0: NNW, INC. 506 E. COLLEGE ST. IOWA CRY, IOWA 52240 _ _ (315) 351 -2165 PROJECT LOCATION - SW CSR. RF SECT. 30 R2E CITY OF DUBUQUE ■� a -a - p■a g z 95'X 19' PEDESTRIAN TRUSS BRIDGE CONCRETE ABUTMENTS TRUSS BRIDGE INDEX OF SHEETS r S` NO SHF NO. SHFFT Vol rovrR swFFr V 02 oFNFRPI NOTES AND OUAMITIPS V LS 0I V.00 GENERAL PUN V LS ANIMISM' PI AN k OFTAl15 V o8 TINS 9II0 TMBFR OGLKING PUN IN ; JY.E L ORI6010 6010 �" ......,■,,..., 1 - _ `SCALE:- 1" 21= 00'� /4 z J ma Nomonc came w LOCATION MAP IOWA e CITY2101IOIOWA "e N N 1V 999 VS'DUBUQUE F a o..° Ni E&EV.. BMX OF CURB /-EMSTNC PARKING LOT cosmic PFSm0OWS CURRENT BRIDGE LOCATOR PROPOSED CROSSING 1..CW0NG IDUTH BRIDGE MOVE NOTES: BORROW ARE\ OW HILLSIDE CONTRACTOR IS TO BUILD UP TEMPORARY RDN ON EACH ME OF THE PoH0 TO ENASE TWO CRANES TO NCH UP TIE GRIDS AHD WAIN R DOWN THE BANNS OF THE POND TO THE FINN. 511E PCC ROE FILL MATERIAL WILL BE PROVIDED ON SRE FROM BORROW *REA AS SHOWN ON WE PUNS MC FILL WATERY& USED FOR 1715 TEMPORARY ROOD SKILL BE LACED SCR AT 1301DW SIIE AFTER BRIDGE 15 SET N PUCE E RNA CARE IS TO BE TAKEN TO MINIMIZE THE AMOUNT OF PCD 90EWW( THAT 6 DAMAGED DURING MONNE THE BRDGE. B RIDGE WEIGHS 46,000 POUNDS. PROPOSED FIN BRIDGE LOCATION FISHING PIER EN5THG WA SITE LAYOUT O A.08 fl 10M10WA UBUOUE 0051140 FISHING PIER SITUATION PLAN WHITE WATER CREEK BRIDGE TRUSS UMBER FROGS OECI( OVER BERGFIELD RECREATION POND CITY OF DUBUQUE AfAn• Star V.03 BM' ELEV. ' 93' -8' C-2 BEARING 1' ' NEW FENCE AL➢NG BRIDGE - 6' -4' ROADWAY 10' REINFORCED ry SIQ,EWALK� �� 1 A .�ii`e.•,.'..i ,1-/1-/1-1 uu�u.uu vuu:uu� -... ..a:u.�ru..u.�........u� I ERa[OO WAV 1 II. NM 1 - ov =. s v .::u.w\FEV .0 - r EXISTING BRIDGE SECTION ERANInARR FILL MATERIAL / I I I 3 I95' 1 \ELEV BIB 00 ELEV. BE2J5 CONCRETE ABUTMENT ON SPREAD FDOTING ELEVATION SCALE 1' -ID' i I II III -3' it - rt BEARING SCALE 1' =10' \\ i '' l\ \ \ t \ i I I I I / GENERAL PLAN SCALE 1'=10' O O •�� 3 li I i - GENERAL PLAN WHITE WATER CREEK BRIDGE MASER MRER BRIDGE DECK OVER BERGFIELD RECREATION POND CITY OF DUBUQUE N N L1' • "A n mDUBUQUE >wE. mmav-Rme >u r�1.Da -Dose V.04 ABUTMENT NOTES ,o,_e• ONE ABUTMENT REINFORCING BAR LIST CLEAR DISTANCE FROM FACE OF CONCRETE TO NEAR REINFORCING BAR SHALL BE 2' MIDIS OTHERWISE NOTED CR SLOW. SHALL BESFRLET D 21111 OF AD A i' DRESSED A BEVELED SIHIP.RPER ALL REINFORCING S(ER IS 70 BE ASN PH15 -0050 IXCEPT CAP STIRRUPS ISM BE ASYM A615- CR00. ALL REINFORCING STEEL IS N BE SECURELY WIRED W PLACE BEFORE CONCRETE 6 POURED. THE DESIGN BEARING 005 THE SOIL IS BOO 1750. IF 5057 SOILS ARE BAR LOCATION SHAPE LENGTH NC. WEIGHT 2'v12' TINGE- STRINGERS W. P I6' . ELEV. 22500 6o K'fl * O.28 0'a ao �� 5h2 • ••.: ���oII��O 11 -9 la t 1]1 1 I- ■ Ell ■— , 12] 2 .. N y' ,I UUI .■ r.Eimmn BI1ml:nlD( v mme.£a •1 0� ^II1InTIP�T. • — • • re • „ _FAU IIIIIIIIII,II1II1 IIIIIIIIIIIII, I1II1IIIIIIIIII1 •i- •R0 a 0 117 1F]f� ., �.1© ENCOUNTERED DURING IXCAVATION, NOTIFY 1515 ENGINEER BEFORE PLACING ANY CONCRETE FDR POSSRBE ADJUSTMENTS. Mak - '40E LIAEI � 'K' 0.5 �. }� E4� ..yING u0 CFI -•'I•• P PA X -. -5 �(�© <�IQ.�•jq 1.. 851 � ALL EXCAVATION SHALL BE PAD 505 IS CLASS 20 IXGV41108. MINOR DEWRERING MAX BE REOUIREO AND IS CONSIDERED INCIDENTAL ■, `/eIBM1t ToSOI Qbz) 2910 BENT BAR DETAILS TO TH12 L105, e _111.1 Sol 2 12' 0c,/ EA. WAY FOOTING REINED 552 2 I2' ea. \ELEV, elfi.os BACKVALL REINFORCING CING ABUTMENT ELEVATION :DALE E• 1 I I� 5b2 e 2 B IO-9I Bbl r'-'-i-6:- p Y_P Io� CL11 iUUhh1. " R set a I2• e.c `� 6' -0 Note, All dlnensIsns ore avt to out ESTIMATE OF QUANTITIES - BOTH ABUTMENTS I l]I�— Set 8 It nc ■ ;� E 1z• 5m - ITEN VD QUANTITY m ac�F:mam: Iy��4F ill sP. 2 ]2• oc. ur- +� \.� 12' Fi1i-0•�:TIBI1.DOmeH.V.• • . • <R.]a3 ��' Sel oc HARING ___laid �f n' XI 00. 2 ii•ii ■u� 602 2 5' -]' 2• e.c �� 111111 Set BERING Eh! +IDGE NOTCH DETAILS ELEV. 0253 SCALD }'-i' 7• -0' /��'= 0L, HEARING 7' 6' ABUTMENT PLAN SCALD a' -1' Se 111 56 II h 1gam u.I1'1. . .11. .11. 8h] m W.' • it -. ABUTMENT DETAILS WHITEWATER CREEK BRIDGE TRUSS TUBER ewo160602 SECTION A -A OVER THE BERGFIELD RECREATION POND SCALE d•=1 CITY OF DUBUQUE IOWA _s__ 1-1121.1euoue V. N N 11 2 OWAIA faX NOTES TIMBER QUANTITY REQ'D TIMBER DECKING SHALL BE PLACED AFTER BRIDGE IS SET OVER THE WATER. 72 — 2 %121(12' STRINGERS 24 — 2 1(12X14' STRINGERS TMBER STRINGERS ARE TO BE TOE —NAILED TO EACH OTHER AT THE 96 — 2%12X16' DECKING 'MOD OVER THE STEF. BEAMS WITH 2 —N1Kd COMMON NAILS. 5.47 MA TIMBER DECKING IS T9 BE NAILED T9 STRINGERS WITH 2 -9724 00MM014 NAILS IN EACH DECKING PLANK OVER EACH STRINGER. USE THREE SIMP5011 TDB KNEE BRACE TFS BELOW EACH 515 STEEL BEAM TO TIE DM THE TIMBER STRINGERS TO THE STEEL (21 TOTAL REQUIRED). 96' —B' OUT TO OUT 11' -6' 11' —B' 11' —B' If• -8' D• -B• I]•y Le V56 TIE ATIONS RIP. I \II r� I 11 1 t� �i M. . 1 1 -..1- 1 — m -. 1 — I _I - -1- — • ] -151 VI _ - . -- 1 - —• E.ii — Le12x12• STRINGERS— 12 ... ..... — 291202' STRINGER 2 - 2x12x12' STRINGERS 12 — 2212%12' STRINGERS 12 — 2%12502' STRINGER 12 — 2%12%12' STRINLE 12 — 2•12•14' 1 STRINGERS 12 — 221221W S STRINGERS TIMBER WHITEWATER TRUSS OVER THE BERGFIELD CITY DECKING PLAN CREEK BRIDGE TIMBER BRIDGE DECK RECREATION POND OF DUBUQUE I` CITY, u ".'ee N N mm 1IOWA 5I eeCITix DUBUQUE K V.D 6� t I air • f • :14 cej)-.1' 1 :4 • 11',1 -P•c:t.)1', • 24%ti, • ,44 4 • t , , • •••••• • f , ' ' AV: .7".11‘ , • , • , ,;„. . fie.** di • IN r A a ;P•614 e r 4 1 1 -= = — _ 1 - s