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Historic Preservation Commission_White Water Creek Bridge NominationPlanning Services Department City Hall 50 West 13th Street Dubuque, IA 52001 -4864 (563) 589 -4210 phone (563) 589-4221 fax (563) 690 -6678 TDD planning@cityofdubuque.org THE CITY OF Dui Masterpiece on the Mississippi The Honorable Mayor and City Council Members City of Dubuque City Hall -50 W. 13th Street Dubuque, IA 52001 Dubuque All-AmericaCity 1 ' 2012 January 23, 2013 RE: Dunleith & Dubuque (White Water Creek) Bridge NRHP Nomination Dear Mayor and City Council Members: Introduction The State Nominations Review Committee plans to consider the Dunleith & Dubuque (White Water Creek) Bridge, 7600 Chavenelle Drive, for nomination to the National Register of Historic Places (NRHP) during their February 8, 2013 meeting. As a participant of the Certified Local Government Program, the City of Dubuque is required to review and comment on National Register nominations within its jurisdiction. Discussion The Historic Preservation Commission has reviewed the above -cited request. The nomination, staff memorandum and related materials are enclosed for your review. The nomination indicates that the bridge is significant statewide under criterion C. Criterion C is a property that 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. The Historic Preservation Commission commends the Dunleith & Dubuque (White Water Creek) Bridge relocation and rehabilitation project and believes the structure is worthy of being listed on the National Register of Historic Places. The bridge is already a City- designated Historic Landmark. Recommendation By a vote of 7 to 0, the Historic Preservation Commission recommends that the Dunleith & Dubuque (White Water Creek) Bridge be listed on the National Register of Historic Places as it has statewide significance under Eligibility Criterion C. A simple majority vote is needed for the City Council to concur with the request, and to forward the nomination to the State Nominations Review Committee. Attached is the CLG National Register Review form for the Mayor's signature. Service People Integrity Responsibility Innovation Teamwork Dunleith & Dubuque (White Water Creek) Bridge NRHP Nomination Page 2 Respectfully submitted, David Klavitter, Chairperson Historic Preservation Commission Enclosures F:IUSERSIDjohnson \HPC \National Register Nominalions \Dunleith a Dubuque Bridge\Council Letter Service People Integrity Responsibility Innovation Teamwork CLG NATIONAL REGISTER REVIEW CLG Name Dubuque Date of Public Meeting Property Name Dunleith and Dubuque Bridge, 7600 Chavenelle Drive, Dubuque, Dubuque County 1. For Historic Preservation Commission: ❑ Recommendation of National Register eligibility ❑ Recommendation of National Register Ineligibility Signature Date Print Name Title Reason(s) for recommendation: The property is eligible for listing on the National Register of Historic Places :statewide based on significance criterion C. 2. For Chief Elected Local Official: ❑ Recommendation of National Register eligibility ❑ Recommendation y4 National Register Ineligibility Signature Print Name Title Roy (,D. Buol Mayor Reason(s) for recommendation: Date 2/4/13 The property is eligible for listing on the National Register of Historic Places statewide based on significance criterl9n C, 3. Professional Evaluation: ❑ Recommendation of National Register eligibility ❑ Recommendation of National Register ineligibility Signature Date Print Name Title Reason(s) for recommendation: RETURN TO: State Historical Society of Iowa, ATTN: National Register Coordinator, 600 E. Locust, Des Moines, IA 50319 NPS Form 10-900 (Oct. 1990) United States Department of the Interior National Park Service OMB No. 10024 -0018 National Register of Historic Places Registration Form This form is for use in nominating or requesting determinations for individual properties and districts. See instructions in How to Complete theNational Register of Historic Places Registration Form (National Register Bulletin 16A). Complete each item by marking "x" 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 "not 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 Dunleith and Dubuque Bridge other names/site number Whitewater Creek Bridge; Bergfeld Recreation Area Bridge 2. Location street & number 7600 Chavenelle Drive - not for publication n/a city or town Dubuque _ vicinity n/a state Iowa code IA county Dubuque code 061 zip code 52001 3. State /Federal Agency Certification As the designated authority under the National Historic Preservation Act, as amended, I hereby certify that this x nomination request for deter - mination of eligibility meets the documentation standardsfor 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 this property be considered significant _ nationally x statewide_ loca(1y. (_ See continuation sheet for additional comments.) Signature of certifying official date State or Federal agency or bureau In my opinion, the property _ meets _ does not meet the National Register criteria. (_ See continuation sheet for additional comments.) Signature of commenting or other official date State or Federal agency or bureau 4. National Park Service Certification I hereby certify that the property is: Signature of Keeper date of action 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): 5. Classification Ownership of Property Category of Property Number of Resources within Property (Check as many boxes as apply) (Check only one box) (Do not include previously listed resources in the count) Contributing Noncontributing private building(s) buildings 0 0 public - local X district sites 0 0 public - state site public - federal structure x object Name of related multiple property listing (Enter "N /A" if property is not part of a multiple property listing) Highway Bridges of Iowa structures 1 0 objects 0 0 Total 1 0 Number of contributing resources previously listed in the Na- tional Register 6. Function or Use Historic Functions Current Functions (Enter categories from instructions) (Enter categories from instructions) TRANSPORTATION: rail- related TRANSPORTATION: pedestrian - related TRANSPORTATION: road - related 7. Description Architectural Classification (Enter categories from instructions) PRATT THROUGH TRUSS Materials (Enter categories from instructions) foundation walls roof other CONCRETE n/a n/a METAL: cast and wrought iron Narrative Description (Describe the historic and current condition of the property on one or more continuation sheets.) 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 sig- nificant contribution to the broad patterns of our history. B Property is associated with the lives of persons significant in our past. x 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 rep - resentsa significantand distinguishable entity whose com- ponents lack individual distinction. D Property has yielded, or is likely to yield information im- portant in prehistory or history. Criteria Considerations (Mark "x" in all the boxes that apply) A owned by a religious institution or used for religious pur- poses. x B removed from its original location. C a birthplace or a 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 one or more continuation sheets.) Areas of Significance (Enter categories from instructions) ENGINEERING Period of Significance 1872 Significant Dates 1872 Significant Person n/a Cultural Affiliation Architect / Builder Keystone Bridge Company 9. Major Bibliographical References Bibliography (Cite the books, articles, and other sources used in preparing this form o Previous documentation on file (NPS): preliminary determination of individual listing (36 CFR 67) has been requested x previously listed in the National Register previously determined eligible by the National Register designated a National Historic Landmark recorded by Historic American Buildings Survey x recorded by Historic American Engineering Record n one or more continuation sheets) Primary location of additional data: x State Historic Preservation Office other state agency Federal agency x local government university other 10. Geographical Data Acreage of Property less than one UTM References (Place additional UTM references on a continuation sheet) 15 684960 4706670 zone easting northing Verbal Boundary Description (Describe the boundaries of the property on continuation sheet) Boundary Justification (Explain why the boundaries were selected on continuation sheet) 11. Form Prepared By name /title Clayton B. Fraser, Principal (email: cbfraser @aol.com) organization FRASERdesign street & number city or town 5700 Jackdaw Drive Loveland date 28 August 2012 telephone 970.669.7969 state Colorado zip code 80537 Additional Documentation submit the following items with the completed form Continuation Sheets Maps A USGS map (71h 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 photographs of the property Additional items (Check with the SHPO or FPO for any additional items) Property Owner name /title City of Dubuque street & number city or town 50 West 13th Street Dubuque telephone 563,589.4100 state Iowa zip code 52001 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 this 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 -9W -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 7 page 1 DUNLEITH AND DUBUQUE BRIDGE Dubuque County, Iowa SUMMARY he bridge discussed in this nomination is one of seven iron trusses that had originally comprised an approach structure for the Dunleith and Dubuque Bridge over the Mississippi River [Fig. 1]. Having been moved twice since its original construction, it is now situated in the Bergfeld Rec- reation Area in Dubuque. Already individually listed in the National Register after its first move to a county road [Fig, 2], the truss is being nominated here in its more recent location in the Bergfeld Recreation Area. The recreation area is a small, recently developed pocket park that straddles Chavenelle Road within a sprawling industrial park in the city's western suburb [Fig. 3]. Shaped like a backwards "L ", the park encloses a linear 1.9 -mile bike/hike trail, which adjoins a 0.8 -mile walking loop at the park's western extremity. The loop is paved and essentially flat, forming a handicap - accessible venue as it circles man -made Bergfeld Pond. The bridge carries the loop trail at the pond's inlet at its northern tip, immediately south of Chavenelle Road. The Bergfeld Recreation Area is surrounded by large, modern industrial buildings, which are set in even larger tracts of land characterized by broad parking lots and suburban landscaping. The park itself is similarly landscaped, with grassed lawn and interspersed native plant areas. A small grassed esplanade, with flagpoles, benches, ramps, retaining walls, a restroom structure and a parking area, is situated immediately east of the bridge. The bridge is comprised of a single iron truss, supported on its two ends by reinforced concrete abutments, which are seated in small beds of crushed stone riprap [Fig. 4]. The structure is an eight - panel Pratt through truss, with a 93' -8" span and a 19' -6" width. Its members are cast and wrought iron; its con- nections atits upper and lower chords are pinned and bolted. The abutments are new, and the truss has been recently restored. The structure is thus in excellent physical condition. .L. .3 _ s a single -span bridge, supported by concrete abutments and carrying pedestrian traffic over a pond in a grassy city park, the Dunleith and Dubuque Bridge is presently about as far as it can be —while remaining in Dubuque County —from its original circumstances. It was fabricated and erected by the Keystone Bridge Company in 1871 -1872 as a railroad structure, moved ca. 1890 to a Dubuque County road, and moved again to its present position in this Dubuque city park in 2010. The iron truss super- structure remains as originally fabricated. What has been lost physically during these relocations is much of the original floor system. The wrought iron floor beams remain in place, held by their original straps, but the original rails, ties and wooden deck were removed when it was converted to vehicular use in the late l9v' century. And since the more recent move from the county road to the city park, the wooden vehicular deck has been discarded. Also gone are the steel lattice guardrails installed soon after the truss was moved to the county road. At the time of this writing, the truss has been moved into place, but the timber pedestrian deck and new guardrails have yet to be installed. This is scheduled to occur in late 2012. The truss itself remains in a condition that is close to original, however. The ironwork is virtually all intact and, since its recent restoration, is in a pristine state of preservation. NARRATIVE DESCRIPTION see continuation sheet 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 7 page 2 DUNLEITH AND DUBUQUE BRIDGE DubuqueCounty,lowa The span is configured as a pin- connected Pratt through truss, with inclined end posts and riveted, wrought iron Keystone - patent columns (see Appendix for HAER drawings). Like all Pratt trusses, it features upper chords and verticals that act in compression (i.e., with the load pushing into the ends) and lower chords and diagonals that act in tension (the load pulling at the ends). The upper chords are comprised of two back -to- back wrought iron channels, each 9 inches deep by 21 /e inches wide, spaced to a 14 -inch overall width, with a quarter- inch -thick cover plate and half -inch -thick lacing below. The lower chords on the outer panels are comprised of two 1%- inch - square eyebars with looped, forged ends; lower chords in the four inner panels are made up of four similar eyebars. The main verticals are riveted Keystone - patent octagonal columns, each comprised of four W- shaped iron sections with rivets through their flanges and spacers inbetween. These are connected with the upper chords by means of cast iron joint boxes and with the lower by means of cast iron foot boxes through which the lower -chord pins pass. The verticals at the truss hips are two forged 11/4- inch - square eyebars. The diagonals are also looped eyebars, each 13A inches square; the lateral bracing features round eyerods with adjustable turnbuckles. The struts are slotted cast iron I- beams, each 71/2 inches or 8% inches deep. The floor beams are wrought iron I- beams, each 14r inches deep with a 4%- inch -wide flange width. The end posts are octagonal Keystone columns, joined to the upper chords at the truss's hips by cast iron joint boxes. Massive cast iron bearing shoes rest on cast iron pedestals at the truss's four corners. The truss features decorative elements at its cast iron portal braces and portal struts, It is this configuration that distinguishes the structure as a characteristic Keystone Bridge Company truss, fabricated from patents obtained by Jacob Linville and John Piper and first developed by the company in 1862. The most distinctive elements of the truss are its built -up octagonal columns, made up of riveted wrought iron sections joined to the upper and lower chords by means of cast iron boxes. These columns are fabricated with the sections wider at mid -span than at the ends, an innovative structural feature for the mid -19th century. The truss features several other features touted by Keystone in the company's 1875 catalog, features such as wrought iron upper chords, weldless chord links, adjustable counters, suspended cross - girders and improved safety floors. The catalog discusses in detail Keystone's design philosophies. About tension members, it states: Thevarious methods employed to produce eyebars of uniform strength had invariably proved unsuccessful, until Linville & Piper, in 1862, devised and demonstrated the success of their method of upsetting the ends. Welded bars were found to be reliable only for seventy-five per cent of the sectional area of the bar. The usual process of upsetting by forging was unsuccessful, since frequent reheatings reduced the section at the junction with the heads. By the Linville & Piper patent, eyebars are made to shape under pressure in moulds, into which the heated iron is forced under immense pressure. The head being slightly thickened —say twenty per cent —the area of the connecting pin should be greater than the area of the bar, and the semi - cylindrical surface - bearing should be equal to the sectional area of the bar. The sectional area outside of the pin -hole should exceed by twenty -five per cent the area of the body of the bar. By increasing the thickness of the heads the diameter of the eye can, generally, be maintained at about one -half e continuation sheet 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 7 page 3 DUNLEITH AND DUBUQUE BRIDGE DubuqueCounty,lowa the width of the bar. The bearing- surface for the pin, as well as the resisting area at the eye, is more advantageously increased by thickening, than by increasing the width of the heads.' And about compression members: The cylindrical form of strut or column is 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. The great cost of lap or butt welded tubes led to the invention, by Messrs. Linville & Piper, of hollow posts, made by uniting together specially - rolled sections. The addition of flanges, convenient in securing the edges, does not materially increase the lateral stiffness in the direction of the diameter taken midway between the flanges. The material in the flanges would therefore be more economically disposed by increasing the diameter or thickness of the shell. This com- pany usually employs the octagonal form —in order to preserve greater symmetry in the proportions of the columns — swelled towards the centre. By increasing the diameter at the center, and separating the sections, greater resistance to flexure is obtained, and the openings between the sections allow the interior of the column to be repainted? The Keystone Bridge Company was not the only bridge fabricator to employ such built -up iron columns for the compression members of its trusses. The King Bridge Company and the Wrought Iron Bridge Company, two major bridge manufacturers from Ohio, fabricated similar cylindrical and hexagonal built -up sections for the arches in their vehicular bowstring arch - trusses. Both of these companies were tremendously prolific in Iowa in the 1860s and 1870s, erecting numerous iron spans on county roads throughout the state. By the early 1880s this method of construction had been rendered obsolete, however, and ceased to be used on rail- road and vehicular trusses. Through subsequent attrition, only a small number of these structures remains in Iowa? Because it has been moved from its original location, the Dunleith and Dubuque Bridge has lost much of its integrity of location, setting, feeling and association. But with most of its original fabric in place, it presently displays notable integrity of design, materials and workmanship. As one of the last standing examples in the state of early all -iron bridge technology, the Dunleith and Dubuque Bridge is distinguished as an important remnant of the material culture of Iowa. 'Keystone Bridge Company, Descriptive Catalogue of Wrought -Iron Bridges (Philadelphia: Allen Lance & Stout, 1875), 25. 31bid., 25. 3One of the best -known of these is the Freeport Bowstring Arch Bridge (1879; NR 1984) in Winneshiek County. This span was moved from its original location on a county road in 1987 and re- erected over new abutments in a Decor- ah city park under circumstances similar to those of the Dunleith and Dubuque Bridge. see continuation sheet NPS Form 10 -900 -a OMB Approval No. 1024 -0018 United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet section number 8 page 4 DUNLEITH AND DUBUQUE BRIDGE Dubuque County, Iowa SUM MARY s one of the first bridges to span the Mississippi River, constructed at a time in which railroads were opening the West to settlement, the Dunleith and Dubuque Bridge was one of Iowa's —and the country's —most historically significant early spans. Andrew Carnegie grandly charac- terized the structure as "the most important railway bridge that had been built up to that time. "4 And no less a personage than Abraham Lincoln termed Mississippi River bridges a part of the nation's manifest destiny toward western development. Dubuque benefitted tremendously from the commerce attracted by the bridge, functioning as a regional nexus for trade throughout the late 1944 century. As trade increased, though, so did the size of the locomotives and trains crossing the bridge, and it eventually became structurally obsolete, To address this, the Dunleith and Dubuque Bridge was dismantled in pieces late in the century. This span, erected in 1871 -1872 as part of a seven -span approach structure west of the main bridge, was removed and sold to Dubuque County around 1890 for use as a county -road span. Detached from the context of the original, multiple -span structure, this single span's role on a rural county road was far less momentous in its historical contribution. But as one of the last two remaining fragments of the original railroad structure in Iowa, it en- joyed a degree of significance, despite its change of setting. The bridge's more recent move from the county road to a Dubuque city park further removes it from its role as a transportation- related resource. Butit is still technologically significant as one of the last remaining exam- ples in America of cast/wrought iron truss construction. Built by one of the country's premier bridge fabri- cators of the 1860s and 1870s, it features the Keystone Bridge Company's patented wrought iron columns and ornamental cast iron connector blocks. One of Iowa's oldest surviving bridge spans, it is distinguished as a rare survivor from the country's earliest period of all -iron bridge engineering and construction. As such, the Dunleith and Dubuque Bridge is eligible for listing in the National Register under Criterion C for its state -level engineering significance. Note: This truss span from the Dunleith and Dubuque Bridge was individually listed in the National Register in 1998 as the White Water Creek Bridge, named for the county road crossing in rural Dubuque County at which it was re- erected. The truss has since been moved again to its present location in a Dubuque city park and restored as a means to historic preservation. This new nomination is intended to update the 1998 docu- ment and address the ramifications of this most recent relocation under Criteria Consideration B. "Andrew Carnegie, Autobiography of Andrew Carnegie (Cambridge, Mass.: Riverside Press, 1920), 123. { see continuation shee NPS Form 10 -900 -a OMB Approval No. 1024 -0018 United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet section number 8 page 5 DUNLEITH AND DUBUQUE BRIDGE Dubuque County, Iowa From the start, Dubuque's fortunes have been lied inexorably to the Missis- sippi River .5 Founded by lead miners in 1833, the settlement soon became a stopping point for boats that plied the river trade. ButDubuque alm ostim mediately concerned itself with east -west travel across the river as well. One of the first commercial businesses established in the fledgling town was a ferry operation on the river, established by General George W. Jones. Later another ferry crossed the Mississippi between Dubuque and Dunleith (now East Dubuque), Illinois, hauling 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. These 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 their effect on Dubuque transportation and commerce paled in comparison with the impact of the railroads. ELABORATION sOf the three great Midwestern rivers —the Missouri, the Mississippi and the Ohio —the Mississippi is by far the lar- gest, receiving much of its flow from the other two. Combined, these three watercourses contribute almost two - thirds of the flow through the lower Mississippi, but more than fifty navigable tributaries in all drain into the Mississippi along its twisting course, totaling more than 14,000 miles of navigable waterways that border or traverse 27 states. In its upper reaches through Minnesota, Iowa and northern Missouri, the Mississippi flows through a relatively stable channel with a gentle rate of descent. At the mouth of the Missouri, just above St. Louis, the Mississippi changed char- acter in the 19" century, resembling more the raucous tributary than its own calm upper reaches. "They are rivers of very different character," stated bridge engineer George Morison in 1894, "the Mississippi being a quiet stream of comparatively stable character and the Missouri a silt- bearer of the first magnitude. The Missouri gives the character to the united river below the junction. It is a silt- bearer subject to floods, but not to as violent floods as those in the Ohio." Between the Missouri and the mouth of the Ohio at Cairo, Illinois, the Mississippi became deeper and more constricted, with a mean width of some three- quarters of a mile. It also gained velocity and a considerable amount of force with the increased flow of water. Here the Mississippi became, as George Conclin observed in 1852, "a furious and boiling current, a turbid and dangerous mass of sweeping waters, jagged and dilapidated shores, and, wher- ever its waters have receded, deposits of mud —a wild, whirling river, never navigated, except with great danger." The dividing line between the upper and lower Mississippi was generally believed to be the mouth of the Ohio River, the major tributary that almost doubled the flow of the parent river. For over 1,000 miles below Cairo, the river mean- dered with a barely perceptible current through a level flood plain from 50 to 100 miles wide. With millions of years of accumulated silt lining its banks, the Mississippi throughout much of this length was actually higher than the surroun- ding countryside. Only elaborate series of high - banked earthen dikes protected many riverside towns from destruc- tion by the river. Floods along the Mississippi were legendary, more so along the Lower Mississippi than through the stretch at Dubuque. During low water, the Lower Mississippi discharged about 70,000 cubic feet of water into the Gulf of Mexico. During flood stage this increased more than thirty times to about 2.3 million cubic feet. In especially heavy flood years, the flow increased far more, as the water - gorged river inundated its entire flood plain and overran the dikes, causing extensive property damage. William J. Peterson, Steamboating on the Upper Mississippi (1937; Re- print edition, Iowa City: State Historiail Society of Iowa, 1968), 22 -27; Henry Lewis, The Valley of the Mississippi (St. Paul: Minnesota Historical Society, 1967), 59 -63; George S. Morison, The Memphis Bridge (New York: Icahn Wiley and Sons, 1894), 7; George Conclin, New River Guide, or a Gazeteer of All the Towns on the Western Waters (Cincinnati: by the author, 1852), 67 -71. Y::.. see continuation sheet NPS Form 10-900 -a OMB Approval No. 1024-0318 United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet section number 8 page 6 DUNLEITH AND DUBUQUE BRIDGE Dubuque County, Iowa Dubuque citizens began efforts to secure a railroad from Chicago as early as 1847, when a group of city officials and businessmen formed a committee to lobby the Chicago & Galena Union Railroad for construc- tion of a rail line. Failing that, they approached the Illinois Central Railroad, which prepared a plan to enter the city in 1850. The first railroad to enter Dubuque was the Dubuque and Pacific in 1856, the same year that Dubuque was designated a port of entry by the government. Other rail lines extended tracks into town, including the Burlington & Northern (a subsidiary of the Chicago, Burlington & Quincy system), the Chicago, Milwaukee & St. Paul and, most importantly, the Illinois Central. The railroads entered Dubuque from the east over the Mississippi River, using a single steam- powered ferry. It was a monopoly for which the city paid dearly. "The interests of Dubuque and Northern Iowa suffered for many years in consequence of the lack of transportation facilities between Dunleith and Dubuque," a county history stated 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. "6 Dubuque was one of several crossing points along the Mississippi River dependent upon ferry boats during the 1850s and 1860s. Over the first half of the 1961 century, the river had been the exclusive province of the steamboats that hauled freight, livestock and passengers over its length. Predictably, when the railroads approached the Mississippiat mid - century with the intention of bridging the river, steamboat operators sought to protect their monopoly by mounting opposition in Congress, in the courts, even at the bridge sites them- selves to prevent the rival railroads from crossing the river. The Chicago & Rock Island [C &RI] was the first railroad line to reach the Mississippi from the east, steaming the first locomotive to the bank of the river in 1854. C &RI surveyors had chosen Rock Island as the railroad's western terminus, because they reasoned that a bridge over the Mississippi at this point would be economical to build to the existing center island and would present a minimal hazard to river navigation. Steamboat owners in St. Louis immediately cried out that the proposed bridge was "unconstitutional, an ob- struction to navigation, dangerous," and complained that it was "the duty of every western state, river city, and town to take immediate action to prevent the erection of such a structure." 7 As soon as the Railroad Bridge Company began laying foundations for the piers in 1854, Southern sectionalists led by Jefferson Davis protested its construction in favor of a transcontinental road across the southern states. The opposition proved formidable, for as Secretary of War, Davis stood in a position to block the bridge, and he ordered the railroad company to halt constructions This represented the first concerted effort to stop the bridge by the steamboat °History of Dubuque County, Iowa (Chicago: Western Historical Company, 1880), 637. 'Carl Sandburg, Abraham Lincoln: The Prairie Years (New York: Harcourt, Brace, 1926), 31 °Dee Brown, Hear That Lonesome Whistle Blow (New York: Holt, Rinehart and Winston, 1977), 6 -8. 1 see continuation sheet NPS Form 10 -9W -a OMB Approval No. 10241018 United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet section number 8 page 7 DUNLEITH AND DUBUQUE BRIDGE Dubuque County, Iowa interests. Construction of the Rock Island Bridge —and the ensuing battle between the railroad and steam- boats —would set the stage for bridge regulation and litigation for decades to follow .9 The next railroad to reach the Mississippi River from the east was the Galena & Chicago Union, which in 1855 extended tracks to Fulton, Illinois, across the river from Clinton, Iowa. This was followed by the railroad to Dunleith the following year. By 1857 no fewer than seven Chicago -based railroads had extended tracks to the eastern bank of the Mississippi, intending to bridge the river. All had obtained charters from the states on both sides of the river, but none had secured federal authorization to build bridges, blocked as they were by the Southern contingentin Congress. The Civil War effectively halted bridge construction over the Mississippi. After war's end in 1865, though, Congress quickly authorized several Mississippi River bridge projects. On July 25, 1866, President Andrew Jackson signed the enabling legislation for spans at Winona, Minnesota; Prairie du Chien, Wisconsin; Burlington, Iowa; Quincy, Illinois; Keokuk, Iowa; Hannibal, Missouri; and St. Louis. The bridge between Dunleith and Dubuque was included in this act as well. °The first court challenge occurred soon after construction began in 1854, when a St. Louis merchant secured a federal injunction against the bridge, charging the C &RI with trespassing destruction of government property and obstruction of navigation along the river. But in court the following year the bridge company prevailed. In his ruling, the judge stated that railroads had become highways in the same sense as rivers. "Neither could be suffered to be- come a permanent obstruction to the other, but each must yield something to the other according to the demands of the public convenience and necessities of commerce." Thus freed from legal entanglements, the railroad continued with its construction, completing the 1,535 -foot wooden structure in April 1856. Vindication in the courts and completion of construction did not assure the bridge's continued existence, however, as the steamboat companies took it upon themselves to eliminate their obstacle. Only two weeks after the first train passed over the Rock Island Bridge, the structure was struck by a riverboat. The 431 -ton Effie Afton, caught in the swirling waters mound the base of the bridge, smashed against the central pier. The impact overturned a galley stove and the boat's smokestacks, which ignited the wooden vessel. While the Effie Afton floundered in flames, it in turn ignited the wooden bridge. The fire destroyed the boat and one span of the bridge. Railroad officials began to suspect a plot when steamboats up and down the river that day blew their horns triumphantly, and the skipper of the Hamburg unfurled a large banner that read: "MISSISSIPPI BRIDGE DESTROYED. LET ALL REJOICE." In the ensuing lawsuit, Illinois attorney Abraham Lincoln successfully represented the bridge company. Lincoln argued convincingly that travel between East and West over the railroads was as important as travel between North and South over the river. He stated that "rivers were to be crossed and that it was the manifest destiny of people to move westward and surround themselves with everything connected with modern civilization" (Rock Island Magazine, February 1926, 6). Despite this defeat, the river interests continued their struggle against encroachment by the railroads. In 1858 they lobbied Congress unsuccessfully for a law forbidding bridges over navigable rivers. Later that year the steamboatmen won a rare victory as an Iowa judge declared the Rock Island Bridge "a common and public nuisance" and ordered its Iowa portion demolished. The Supreme Court later overturned this decision, finally settling the issue of the railroads' right to bridge the Mississippi. Nevertheless, the steamboat interests still would use a variety of legal and illegal means to harass the railroads on subsequent bridges. Benedict K. Zobrist, "Steamboat Men Versus Railroad Men," Missouri Historical Review, 1965, 159 -172; Dee Brown, 8 -9; Walter Havighurst, Voices on the River: The Story of theMississippi Waterways (New York: The Macmillan Company, 1964), 121. , I!:' see continuation sheet NPS Form 10 -9M -a OMB Approval No. 1024 -0018 United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet section number 8 page 8 DUNLEITH AND DUBUQUE BRIDGE Dubuque County, Iowa he legislation re- ignited the fervor in Dubuque for construction of a bridge over the Mississippi. "Let Dubuque put a bridge over the Mississippi at that point and it will be a great advantage to them and the west," the editor of the Hamilton Freeman stated. "If Dubuque looks to her interests she will have a bridge across the Mississippi, and the D. & S. C. Road pushed west far enough to control the trade of the Boone and Des Moines valleys. The natural outlet of this section is by that road, and not the Northwestern [railroadj. Let the road now at Des Moines, and soon to be at Aimes [sic], be completed this far north, and it will require all the efforts of Dubuque to turn the tide of business. "10 In June 1867 Dubuque attorney Platt Smith, businessman H.L. Stout and others incorporated the Dunleith and Dubuque Bridge Company for purposes of financing and erecting the Mississippi River bridge» The city council fixed its location between 6m and 7'h Streets, the bridge company and the Illinois Central Railroad executed a contract stipulaling the terms of the structure's construction and use, and Smith and Stout traveled to Chicago to confer with capitalists about the sale of company stock to raise funds for the bridge construction. In December 1867 the bridge company published plans and specifications for the projected structure, soliciting proposals from bridge erectors nationally. The specs were framed in general terms — stating overalldimen- sions and configuration and outlining performance standards —to give the contractors leeway in formulating their bids: The superstructure will consist of two spans, 250 feet each, four spans of 225 feet each, and one draw span with equal openings of about 160 feet each, and a total length of 360 feet. The top chords of the fixed spans may be of cast iron, all other parts of the fixed spans and or the draw span being of wrought iron. Both the fixed and the draw spans must have the material so proportioned in them that the weight of the structure, estimated at 280 pounds per lineal foot, together with a moving load of 2,500 pounds per lineal foot, will in no part cause a tensile strain of over 10,000 pounds per square inch of sectional area nor a shearing strain of over 7,500 pounds to the square inch on the wrought iron. The cast iron must be so constructed as to sustain six times these weights. The wrought iron floor beams are to be of the best quality of Phoenix beams.' 10Quoted in "A Bridge at Dubuque." Dubuque Daily Times, 30 October 1866. 11 "The Bridge Company: Articles of Incorporation." Dubuque Herald, 6 June 1867: We understand from reliable authority that pecuniary aid has been promised this enterprise provided favorable legislation shall be given it by our city government, if the council will provide for right of way for railroads through the city, and do such other work as properly comes within the line of their duty. The board of manage- ment of the Illinois Central railroad has given assurance of disposition to make a fair contract in advance for the use of the bridge when completed, which would result in the transfer of the offices of the Illinois Central to this city. This means "business," and we hope to see our citizens take hold in earnest. 12 "Dunleith and Dubuque Bridge: Plans and Specifications." Dubuque Herald, 17 December 1867. see continuation sheet NPS Form 10 -900 -a OMB Approval No. 1024 -0318 United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet section number 8 page 9 DUNLEITH AND DUBUQUE BRIDGE Dubuque County, Iowa The substructural specifications for the bridge called for timber piles driven into the riverbed and sawed off within two or three feet of the bed's grade. The piers were to be built of stone ashlar masonry with grouted joints and course facing. "The piers, except the draw pier, shall be made round on the upper end below low water," the specs stated, "and from low to high water shall be made round or elliptical and have a batter of six inches per foot. At high water the pier will be eight feet wide on top, and the straight part of it 24 to 26 feet long. The draw pier will be octagonal shape, and about 33 or 34 feet in diameter at the top. The outer side of the pier shall be a wall about four feet wide on top with a batter of one -half inch per foot on the outer face. "13 The specifications called for a timber trestle to be built over the slough between the bridge's western end and the railroad grade at 6th Street, a distance of some 2,400 feet. "The spans will be about 25 feet each, except in the slough, where there will be one or two spans of 55 or 50 feet in the clear, made with a braced bridge." 14 In January 1868 the bridge company received bids from eight contractors. The company's directors were poised to award the contract to a Chicago -based firm (probably the Boomer Bridge Works), but industrialist Andrew Carnegie, vice president and partner of the Keystone Bridge Company of Pittsburgh, met with them in Dubuque to make his proposal directly. "He felt that his personal attention was crucial to the success of Keystone's efforts to win the contract," stated historian Robert Jackson. "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. "15 Carnegie and Keystone engineer Walter Katte extolled the structural virtues of wrought iron, finding the directors "delightfully ignorant of the merits of cast- and wrought - iron," according to Carnegie. "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. "16 Carnegie convinced the bridge company to award the contract for the iron superstructure to Keystone for $275,900 — suspiciously the exact amount as Boomer's proposal for a cast iron structure. 13 "Dunleith and Dubuque Bridge." ""Dunleith and Dubuque Bridge." 16Robert W. Jackson, "White Water Creek Bridge," Historic American Engineering Record: HAER No. IA-51, Aug- ust 1995. Jackson continued: "Building the structure would establish Keystone as a major builder of bridges across the Mississippi. The company would therefore be in an excellent position to build other bridges which Carnegie knew must eventually span both that river and the Missouri River." The story of Carnegie's meeting with the directors of the Dunleith and Dubuque Bridge Company has become lore in local history and has been described in detail by Jack- son and others, including Carnegie himself. Andrew Carnegie, Autobiography of Andrew Carnegie (Cambridge, Massachusetts: Riverside Press, 1920), 123 -125; Robert W. Jackson, "Extant Approach Spans of the Dunleith and Dub- uque Bridge," IA: The Journal of the Society for Industrial Archeology, Vol. 31, No. 1 (2005); Arthur Q. Larson, "Platt Smith of Dubuque: His Early Career," The Palimpmst, Vol. 58, No. 3 (May/June 1977); Jim Miller, "Carnegie Talked His Way into Bridge Contract." Dubuque Telegraph- Herald, 2 February 1973. 16Carnegie, Autobiography, 124. see continuation sheet NPS Form 10 -900 -a OMB Approval No. 1024 -0018 United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet section number 8 page 10 DUNLEITH AND DUBUQUE BRIDGE Dubuque County, Iowa Some Dubuquers objected almost immediately to the proposed bridge. Spurred by George Jones, who had operated the city's first wagon ferry before selling it to the Illinois Central, a group of citizens demanded that the bridge be configured to accommodate wagon and pedestrian traffic in addition to trains. In response, Platt Smith explained that the directors of the bridge company had contemplated the idea. They had even studied widening the steel spans from fourteen to eighteen feet, with the attendant in- creases in iron and masonry involved. But the directors had ultimately rejected the idea because it would be too expensive and, further, it exceeded Congressional and state charters. Such a move, Smith maintained, would make the bridge prey to the legal challenges by steamboat interests in what he characterized as their "war of extermination" against Mississippi River bridges. "No lawyer will pretend that a legislative authority to build a specified kind of bridge would authorize the construction and use of an entirely different bridge," he explained. "A railroad franchise authorizes the carrying of freight and passengers in the ordinary way of transportation by a railroad, but a toll bridge for the passage of footmen, wagons, live stock, &c., is entirely a different franchise." I7 As a palliative gesture, bridge company officials offered to extend the structure to wagon use at some future date after its complelion.tg While Smith was meeting with citizens' groups in the winter of 1868, construction began on the immense struc- ture. Contractors Reynolds, Saulpaugh & Company of Rock Island had secured the contract for the substruc- ture and piers of the bridge, having bid $242,000. They in turn sub - contracted the pile driving to C.C. and E.G. Smith. On the morning of January 27, 1868, a force of some twenty men began excavating for the west abut- ment on the Dubuque end. A month later another crew maneuvered a steam engine onto some limbers rest- ing on the river ice on the Dunleith end to begin driving piles for the easternmost pier. When the ice began weakening in early March, the men moved this and other drivers onto barges floated on the river and re- sumed the substructural work. Pile driving for the piers was as slow and tedious as it was loud and violent. Twelve- inch - diameter oak piles were rammed forcibly into the riverbed mud by two- thousand -pound iron hammers, which were lifted by steam engines and dropped from a distance of between ten and twenty feet onto the top of the posts. Working around the clock, each engine could drive only about seven piles per day. When the piles were forced to within two feet of riverbed's surface, they were cut off using a steam- driven saw and capped with two layers of heavy timbers, on top of which the stone masonry was laid. Moving r" "Dunleith and Dubuque Bridge: Why It Is Not a Wagon Bridge." Dubuque Herald, 3 February 1868. rhThey never did. Citizens' groups continued to petition to city, county and bridge company officials for pedestrian and wagon access to the railroad bridge throughout the construction process and after In 1873, with the structure completed and operational, the bridge company offered to lay planks down on the bridge deck and open it to wag- on, stock and pedestrian use, if the county would agree to relieve the bridge company of its property tax obligation. The agreement was never struck, however, and it was not until construction of the Dubuque High Bridge in 1887 that wagons could finally cross the Mississippi River over a bridge at this point. Located only 75 feet downriver of the railroad bridge with its piers aligned with those of the earlier structure, it was configured so that the swing span of the railroad bridge rotated partially beneath the main channel span of the roadway bridge. ee continuation sheet NPS Form 10 -900 -a OMB Approval No. 10240018 United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet section number 8 page 11 DUNLEITH AND DUBUQUE BRIDGE Dubuque County, lowa systematically from east to west, the men drove between 250 and 375 oak piles per pier and filled the inter- stitial spaces between the timbers with crushed rock. "This part of the building was done with the greatest care," according to the Dubuque Times, "that the spaces might be evenly filled and the piles free from obstruc- tions." The Times continued: To the end that these prerequisites might be fully complied with, men in submarine armor attended to the adjustment of the water -tight caissons, in which the stonework was done by men thereby protected from interruption by water. So skillfully was every stone in the piers prepared for its place, and each course rose above the other with such pre- cision under the watchful eyes of the engineers and overseers, that, when an altitude of forty feet above the water had been reached, the center of the narrow top was found to be at that point of relative space required for the support of the iron superstructure, without alteration or reconstruction.t9 By the end of June, stonemasons had completed the masonry on the first pier, the piles for the draw pier were in place ready for stonework, and the other piers were as yet under the pile driver. Meanwhile, another Saul - paugh crew built the timber approach structure over the west -side slough. The contractors quarried and dressed the massive stones in the East, shipped them to Dunleith by train and staged them on a levee east of the bridge. Additionally, Keystone, which had been fabricating the truss components in its Pennsylvania shops, used the levee as a staging yard for iron truss parts — "columns, pillars, braces &c., corded up Like wood, in ranks and piles of mammoth proportion " — hauled in by the carload aboard the Illinois Centra1.20 That summer the ironworkers began erection of the truss spans over timber falsework driven into the river, starting with the draw span, which, by contract, was to be completed by August 1. In mid - August, the Times provided a layman's view of the bridge's superstructure: The valuable improvements in iron - bridge building perfected within the last twenty-f ive years were incorporated in the structure, and, unlike most of the massive railroad iron bridges of England and Continental Europe, seems like a skele- ton, 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 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 horizontal cross rods at the top and bottom. The strength of the iron, its resisting power under tension, its weight in proportion to length, and the weight it is known to be capable of sustaining, are adjusted by mathematical formulas, based on the most rigid experiments which science can devise, and combined in a structure of the least weight with the greatest strength possible in view of the purpose intended. Tempests may sweep the river, but will produce no effect on such a triumph of mechanical skill. Here is open ironwork, graceful in structure, beautiful in design, and repre- 19 "Bridges Across the Mississippi: The Dubuque and Dunleith Bridge." Dubuque Daily Times, 16 August 1868. 20 "The Railroad Bridge: Progress of the Construction." Dubuque Herald, 30 June 1868. I!;::.? see continuation sheet NPS Form 10 -9W -a OMB Approval No. 1024-W18 United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet section number 8 page 12 DUNLEITH AND DUBUQUE BRIDGE Dubuque County, Iowa senting $750,000 worth of the use of American brains and labor to promote commercial interests with facility and profit ?' Work on the bridge's superstructure continued through the fall of 1868. In November the steelworkers finished erection of the trusses and were working on the deck and tracks. On December 15, two weeks before the bridge was scheduled to be complete, the engineers performed its first load- testing by steaming a locomotive and a passenger car over it. A week later, the test was repeated with seven locomotives parked on the draw span in sub -zero temperature; on January 1, 1869, the structure was turned over by the contractors to the bridge company and opened to rail traffic. Total cost: about $800,000. s one of the few functioning spans then over the Mississippi River, the Dunleith and Dubuque Bridge immediately began carrying trains of the Illinois Central and other railroads. Its impor- tance to interstate commerce and to the economy of Dubuque could hardly be overstated. The structure ensured Dubuque's role as a regional trade nexus and, on a broader scope, helped facilitate the western movement after the Civil War. The bridge carried freight and passenger trains —but not foot and wagon traffic. A wooden sign bolted to the Dubuque endpost exhorting people to "Keep off the Bridge" prevented some, but not all, pedestrians from crossing. The bridge's weak link was the extensive trestle over the slough on its western end. Built with timber stringers over timber piles, it could hardly be considered a permanent structure and was regarded by the bridge com- pany as a stopgap measure. In January 1870, only a year after spending over $50,000 building the slough approach structure, company officials resolved to replace a portion of the trestle with two iron trusses. This construction was never undertaken, however, and a year later the board of directors instead moved to replace the trestle entirely with eight iron trusses, each spanning 93 feet. They contracted with the Keystone Bridge Company to fabricate and erect the trusses for $45,000 and with Saulpaugh, Reynolds & Company to drain the sloughs and build the substructure and masonry piers for $55,000. The spans would be Pratt through trusses, configured identically to the fixed spans on the original bridge. By reconfiguring the direction of the approach and angling the installation of the trusses over the piers to accom- modate a curved track alignment, the engineers were able to eliminate the need for one of the spans, al- 21Bridges Across the Mississippi." The newspaper wrote enthusiastically about the structure then underway: We cannot help anticipating the pleasure which thousands, yes hundreds of thousands, will receive in correre- hending the view they will have from this bridge. When the bridge is finished and all the temporary structures incident to its building removed, it will stand as the best embellishment of our city, and many of our short sight- ed citizens who only a year ago opposed the building of the bridge will then be happy to say to their friends, "Why see here, the advantages of Dubuque and the whole country west of it!" ee continuation sheet NPS Form 10 -9U0-a OMB Approval No. 1024-0018 United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet section number 8 page 13 DUNLEITH AND DUBUQUE BRIDGE Dubuque County, Iowa though the company had already contracted —and eventually paid— for all eight 22 Built in 1871 -1872 for $131,000, the bridge was completed and tested early in 1872. Testing was carried out using standard practice, with two Locomotives and tenders fully loaded with coal and water driven over each of the spans while engineers measured the spans' deflection under load. The trusses passed inspection, and the new approach structure was accepted by the bridge company z5 ith a permanent structure forming its western approach, the Dunleith and Dubuque Bridge could finally be considered complete, and little changed about it over the next few years. In October 1877 a fire destroyed the engine house on the swing span, and nine years later a locomotive plunged into the river through the open draw span, but neither incident caused appreciable damage to the structure 24 In 1880 the bridge company engaged notable bridge engineer George S. Morison to inspect the bridge. Acting as Assistant Engineer to Octave Chanute in 1868 -1869, Morison had overseen the construction of the swing -span Kansas City Bridge, the first permanent structure over the Missouri River. He had then engineered the Erie Railroad's Portage Viaduct in New York, as well as other structures in the East, before undertaking a series of large -scale railroad bridges over the major Midwestern rivers. Morison was super- vising erection of the first of these, the Plattsmouth Bridge over the Missouri River in Nebraska, when he was called to consult at Dubuque .23 In his final report to bridge company president William Allison, made in June 1880, Morison was nothing if 22Phe unassembled components of the eighth span were stored until the company was able to sell them in November 1874 to the Chicago, Burlington & Quincy Railroad for $2,686.00. The truss was erected over the Volga River in Clayton County for a CB &Q subsidiary, the Chicago, Dubuque & Minnesota Railroad. Robert Jackson, "Extant Approach Spans," 10. 23"The New Iron R.R. Bridges." Dubuque Daily Times, 17 January 1872. 24"Damaged by Fire." Dubuque Daily Times, 30 October 1877; "Into the River." Dubuque Daily Times, 17 Sept 1886. 25As one of the most highly regarded bridge engineers in America, Morison would later engineer other Missouri River railroad bridges at Blair Crossing, Omaha, Rulo, Nebraska City, Bismarck and Sioux City—all fixed -span high bridges that employed Whipple through trusses for their superstructures. Morison also designed the Cairo Bridge over the Ohio River, the longest steel structure in the world at the time of its completion, as well as major bridges over the Mississippi River at Winona, St. Louis, Leavenworth, Burlington and Alton. His most noteworthy achievement was the design and erection of the high bridge over the Mississippi at Memphis in 1891 -1893, a cantilevered through truss that was the first such structure built over the Lower Mississippi and the longest -span bridge in the world at the time of its completion. Clayton B. Fraser, Behemoths: The Great River Bridges of George S. Morison, Historic American Engineering Record (HAER No. NE -2), October 1986. [ see continuation sheet NPS Form 10-900 -a OMB Approval No. 1024 -0018 United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet section number 8 page 14 DUNLEITH AND DUBUQUE BRIDGE Dubuque County, Iowa not thorough. The Dubuque Bridge, he stated, was generally well engineered and well maintained, com- paring favorably with other, similarly scaled structures of its time. Its fixed spans were superior to those on the Quincy and Burlington bridges, though the draw span was not their equal. Taking into account the improvements in design, fabrication and erection that had been made over the intervening twelve years, the Dunleith and Dubuque Bridge was not as advanced as his own structure at Plattsmouth and other bridges currently being built over the Missouri and Mississippi Rivers. The principal defect in the structure, Morison noted, was that the cross ties had been laid too far apart for the newer, heavier locomotives and had been in- adequately secured to the bridge's floor beams to prevent a derailed train from breaking through. Morison's analysis of the Dubuque approach bridge trusses was exhaustive. He commented on its truss spans, stating that their design was somewhat more advanced than that of the fixed spans of the original structure. The posts and laterals of the approach spans, he observed, were pin - connected to the upper chords, where the connections on the original bridge were made with gusset plates and screws. And the floor beam hangers for the approach spans, though considerably smaller than those on the original bridge, were adequate. Morison's main concern involved the fabrication of the tension members. The eyebars had allbeen forged, with the ends formed by bending the square iron bars back onto themselves and welding them into a teardrop - shaped hole for the pins. The hand - forging, while sufficiently strong, produced bars of slightly unequal lengths, which placed significantly different strains on parallel members. Boring the pin holes would have been more satisfactory, he concluded 26 In subsequent years, the marshy bottomland on the structure's west end was filled, and the 1872 approach spans were replaced with earth and stone fill. To help defray the cost of marsh reclamation, the bridge company offered the iron trusses for sale. The westernmost two spans were the first to go, disman- tled and sold to E.A. Spaulding in November 1887 for $750 each. Spaulding had been responsible for much of the slough work, and he paid for the spans, not in cash, but with labor performed for the bridge company. 26The original bridge was reconstructed incrementally during the following years, beginning with the draw span, which was rebuilt in 1893 by the Keystone Bridge Company. The easternmost fixed span was replaced with fill in 1899, and the next three fixed spans to the west were replaced with newer trusses at that time. In 1903 truss replace- ments for the last two fixed spans were reported under construction. According to F.B. Maltby: The new spans are being built by the American Bridge & Iron Works of Chicago, and have sloping top chords, the center panel only being horizontal. Panels are about 25 feet long. The trusses are built for a single track and are designed for a loading of two 160 -ton engines followed by a train load of 4,600 Ibs. Per foot. It will be noticed that the old spans were in use somewhat over thirty years. F.B. Maltby, "The Mississippi River Bridges: Historical and Descriptive Sketch of the Bridges over the Mississippi liv- er;' Journal of the Western Society of Engineers, 8 (August 1903), 457; George S. Morison, Plattsmouth, Nebraska, to W.B. Allison, President, Dunleith and Dubuque Bridge Company, 18 June 1880; George S. Morison, Index to Engin- eering Drawings, hand - written note cards, located in George Morison Collection, Peterborough, New Hampshire. r see continuation sheet NIPS Form 10 -9W -a OMB Approval No. 1024 -0018 United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet section number 8 page 15 DUNLEITH AND DUBUQUE BRIDGE Dubuque County, Iowa The easternmost two spans were sold in October 1889 to contractor E.E. Firth, also for $750 each, also in ex- change for work done for the bridge company. The company sold two of the remaining three trusses for $600 each to the Illinois Central Railroad in December 1892 for use elsewhere. The final span was dismantled and stored for another two years, before the bridge company sold it also to the Illinois Central Railroad. It was erected in 1895 by the Yazoo & Mississippi Valley Railroad (an IC subsidiary) at the Fairground Street over- pass in Vicksburg, Mississippi? Iowa Department of Transportation records indicate that two of the seven trusses from the Dubuque approach bridge were acquired by Dubuque County around 1890 for use as county road crossings. The date given sug- gests that these might have been the two easternmost spans, purchased by the county from Firth. The spans were erected on county roads at two different locations —one over the Cloie Branch of the Maquoketa River near Sagevilte, about six miles north of Dubuque, the other over White Water Creek, about five miles east of Cascade in the county's south - central quadrant. The Cloie Branch and the White Water Creek structures were hauled in pieces and erected over stone abutments, with original railroad deck replaced by timber stringers and deck to carry wagon traffic. Steel lattice guardrails, unnecessary on the railroad bridge, were installed to the inside of the webs on both trusses. The two structures carried vehicular traffic at their respective crossings for about 100 years. Both were func- tioning in place with iron superstructures, steel guardrails and timber deck structures unaltered when they were documented as part of the statewide Historic Bridge Inventory in 1989. Hooding in July 1993 damaged the approaches to the White Water Creek Bridge, necessitating its temporary closure, but it was repaired and re- opened. At about the same time the county replaced the Cloie Branch structure and moved the 1872 truss to one side of the Dubuque County Heritage Trail nearby .2a In 1995 the White Water Creek Bridge was documented in place by the Historic American Engineering Record as part of the Iowa Historic Bridges Recording Project [Figs. 5 -9]. Three years later it was individually listed in the National Register. At that time Dubuque County was making preparations for replacement of the White Water Creek Bridge, budgeting $275,000 for construction of a new concrete structure here. Building the replacement bridge would necessarily entail removal of the 1872 truss and demolition of the original abut- ments. The county had secured a right -of -way for the new structure in December 1996 from Cyril N. and Marilyn Wolfe, owners of the adjacent farm property. The following June the City of Dubuque agreed to sal- 27The Dubuque truss was shortened by one panel and combined with another span fabricated by the Keystone Bridge Company to form the Fairground Street Bridge in Vicksburg. It continues to awry vehicular and pedestrian traffic. 28The truss remains in place here, supported by concrete sit at the corners, with a wooden partial deck recently built over the original iron floor beams. 1:4; see continuation sheet NPS Form 10 -9W -a OMB Approval No. 1024-W18 United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet section number 8 page 16 DUNLEITH AND DUBUQUE BRIDGE Dubuque County, lowa vage the truss if the county would move it for temporary storage on the Wolfe farm until the City could make plans and obtain funds to move it.23 Work commenced in May 1999 with the removal of the 1872 truss. Il was hauled by two cranes and placed on blocks in a nearby field, and the Schroeder Construction Company of Bellevue, Iowa, constructed the replacement structure that summer. In subsequent years the City of Dubuque planned the truss's relocation. As intended, the structure would be moved to the Bergfeld Recreation Area in western Dubuque, where it would be restored and erected on new concrete abutments over the Bergfeld Recreation Pond. After instal- lation of a deck and guardrails, the truss would then carry a hard - surfaced 1.7 -mile pedestrian trail over the inlet at the pond's northern tip. Funding for the project was provided in part through grants awarded by the State Historical Society of Iowa 30 After resting for eleven years in place on the Wolfe farm, the truss was moved on August 3, 2010. Goodwin House Moving of Washington, Iowa, jacked the structure up onto timber cribs, inserted steel I -beams beneath its original floor beams, and hauled the immense structure away from its storage site while the Wolfe family hosted a bridge- moving party nearby. "We're so used to looking at it, it's hard to believe it's going to go," stated Janell Klosterm ann, one of the Wolfe children. "If they could have moved it out of here around the turn of the century, for gosh sakes, they can get it back to Dubuque," added her sister, Diane Harris.31 Once posi- tioned beside the pond at Bergfeld Park, the truss was wrapped in plastic and sandblasted before being moved onto the concrete abutments. Total cost for the moving, restoration and erection of the truss was $180,000. Sensitively rehabilitated, it again offers an opportunity for interpretation of this important aspect of Dubuque history. 29Much of the information concerning the recent history of the White Water Creek span comes from newspaper clippings, documents and photographs collected in a loose -leaf binder by Ms. Diane Harris, one of the daughters of Cyril and Marilyn Wolfe Ms Harris has documented the move of the truss from Cascade to Dubuque, photograph- ing the process extensively. She generously provided access to this binder to the City of Dubuque's Engineering Department, and it has provided valuable research for the preparation of this nomination. The consultant gratefully acknowledges her assistance with the truss's documentation. 30The State Historical Society provided two grants: a Historic Resources Development Grant ($30,000) to relocate the bridge to the Bergfeld Recreation Area; and a Historic Sites Preservation Grant ($55,250) to restore and erect the bridge. The City of Dubuque matched the grants through Bridge Maintenance funds. Additionally, a private donation of $10,000 was made to install lighting for the bridge. 31 Craig D. Rehr, "Spanning the Years," Dubuque Telegraph- Herald, 7 August 2010. see continuation sheet NPS Form 10 -9W-a OMB Approval No. 1024-0018 United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet section number 8 page 17 DUNLEITH AND DUBUQUE BRIDGE Dubuque County, Iowa Criteria Consideration B This truss span from the Dunleith and Dubuque Bridge has been moved since its original construction — twice. The first relocation occurred when the bridge company replaced the structure and Dubuque County pur- chased it for erection on a rural county road. This action was taken as a matter of expediency by both the bridge company and the county: the company was able to sell an obsolete truss and the county acquired a heavy -duty iron span for relatively little money. Once rebuilt, the bridge carried vehicular traffic for a century in relative obscurity before it was documented by the statewide Historic Bridge Inventory and its superlative significance recognized. Despite the move and consequent loss of integrity, the bridge was listed individually in the National Register in 1998 on the basis of this significance. Even before this listing, Dubuque County was planning the truss's replacement, and the City of Dubuque was planning its salvage. The county had no practical alternative to removing the bridge from its existing sub- structure in order to build the new span. And there was no question of the city's intent in acquiring the truss. The Intergovernmental Agreement between the county and the city, executed within days of its NR listing in June 1998, states that both entities were "interested in the historical significance of the bridge,' and the city was "interested in salvaging the historic bridge for future use in the City's planned bicycle and pedestrian net- work." Preservation was the ultimate goal for both the county and the city. Before its erection in the city park, the bridge was restored in accordance with the Secretary of the Interior's Guidelines, The move and restora- tion were funded by preservation grants made by the State Historic Preservation Office. Preparation of this nomination was stipulated by SHPO in the grant agreements. National Register Bulletin 15 lists properties designed to be moved among those that qualify under Criteria Consideration B, and it mentions specifically "abridge relocated from one body of water to another ". Trusses, particularly early pin- connected trusses, have historically been moved from one location to another as cir- cumstances have warranted. Such moves may impinge on their integrity of location, setting, feeling and association, but their integrity of design, materials and workmanship often remains intact. That is certainly the case with this truss in Dubuque. Although it has lost much of its Iocational integrity, it is still exceedingly significant as an early technological artifact. The subsequent move does not diminish this significance appre- ciably. And its recent restoration and relocation to a widely visited facility enhances its interpretive value. Moved to Bergfeld Park as the best alternative to assure its preservation, the Dunleith and Dubuque Bridge thus qualifies for listing in the National Register under Criteria Qualification B. In a manner of speaking —and with tongue somewhat in cheek —it could be said that the Dunleith and Dubuque Bridge in its new emplace- ment actually accrues a heightened degree of significance because it is now closer to its original home. [1. see continuation sheet NPS Form 10 -900 -a OMB Approval No. 1024 -0018 United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet section number 9 page 18 DUNLEITH AND DUBUQUE BRIDGE Dubuque County, Iowa Major Bibliographical References Aldrich, Mark. "Engineering Success and Disaster: American Railroad Bridges, 1840- 1900." Railroad History 180 (Spring 1999). "Andrew Carnegie Got Contract for Bridge at Dubuque." Dubuque Telegraph- Herald, 8 May 1927. "Another Bridge Test." Dubuque Herald, 23 December 1868. "The Bridge and the Ferry: A Charge of Neglect and Extortion Made Against the Two Corporations." Dubuque Daily Times, 29 August 1869. "A Bridge at Dubuque." Dubuque Daily Times, 30 October 1866. "The Bridge Company: Articles of Incorporation." Dubuque Herald, 6 June 1867. "The Bridge Contract Let." Dubuque Herald, 14 January 1868. "Bridges Across the Mississippi: The Dubuque and Dunleith Bridge." Dubuque Daily Times, 16 August 1868. Brown, Dee. Hear That Lonesome Whistle Blow. New York: Holt, Rinehart and Winston, 1977. Carnegie, Andrew. Autobiography of Andrew Carnegie. Cambridge, Mass.: Riverside Press, 1920. Childs, Chandler C. Dubuque: Frontier River City. Dubuque: Research Center for Dubuque Area History, 1984. "City Council." Dubuque Daily Times, 13 December 1873. City of Dubuque. "White Water Creek Bridge: Phase I - Relocation." Construction drawings for relocation and reconstruction of bridge. Located at Dubuque City Engineer's Office, 2010. Conclin, George. New River Guide, or a Gazeteer of All the Towns on the Western Waters. Cincinnati: by the author, 1852. Cooper, Theodore. "The Use of Steel for Bridges," Transactions of the American Society of Civil Engineers 436 (1879). ii': -< see continuation sheet NPS Form 10-900 -a OMB Approval No. 1024-0018 United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet section number 9 page 19 DUNLEITH AND DUBUQUE BRIDGE Dubuque County, Iowa Costello, Mary Charlotte Aubry. Climbing the Mississippi River Bridge by Bridge, Vol. 1. By the author, 1995. "Damaged by Fire." Dubuque Daily Times, 30 October 1877. Dickel, Dean. "Many Bridges to Cross." Dubuque Telegraph - Herald, 31 July 1994. Dubuque County. "Resolutions No. 96 -356 and 97- 198." 2 December 1996 and 30 lune 1997. "Dunleith and Dubuque Bridge: Plans and Specifications." Dubuque Herald, 17 December 1867. "Dunleith and Dubuque Bridge: Sketch of the Bridge Enterprise." Dubuque Herald, 23 December 1868. "Dunleith and Dubuque Bridge: Why It Is Not a Wagon Bridge." Dubuque Herald, 3 February 1868. Everly, John. "Supervisors Approve Loan to Cascade Group. " Dubuque Telegraph - Herald, 2 November 2004. Everly, John, and Becky Sisco. "Railroads Made Tracks in Tri- States." Dubuque Telegraph- Herald, 23 Septem- ber 2001. "The First Train Crosses the Bridge." Dubuque Daily Times, 23 December 1868. Fraser, Clayton B. Behemoths: The Great River Bridges of George S. Morison, Historic American Engineering Record: HAER No. NE -2, October 1986. Fraser, Clayton B. "Iowa Historic Bridge Inventory." Cultural Resource Management Report for Iowa De- partment of Transportation 1994. "Great Bridge Meeting." Dubuque Herald, 20 February 1868. "The Great Work." Dubuque Daily Times, 15 December 1867. Greiner, J.E. "What Is the Life of an Old Iron Railroad Bridge?' Transactions of the American Society of Civil Engineers 764 (October 1895). Harris, Diane. "White Water Creek Bridge." Collection of articles, reports and photographs pertaining to White Water Creek Bridge. Electronic file located at Dubuque City Engineer's Office, Dubuque, Iowa. Havighurst, Walter. Voices on the River: The Story of the Mississippi Waterways. New York: The Macmillan Company, 1964. ee continuation sheet NPS Form 10 -9W -a OMB Approval No. 1024 -0018 United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet section number 9 page 20 DUNLEITH AND DUBUQUE BRIDGE Dubuque County, Iowa History of Dubuque County, Iowa. Chicago: Western Historical Company, 1880. "Important Arrangement: The New Railroad Outlet from Dubuque to the Markets." Dubuque Daily Times, 29 April 1869. "Into the River." Dubuque Daily Times, 17 September 1886. Iowa Department of Transportation, Structure Inventory and Appraisal: Structure Number 146040. Jackson, Robert W. "Extant Approach Spans of the Dunleith and Dubuque Bridge." IA: The Journal of the Society for Industrial Archeology. Vol. 31, No. 1 (2005). Jackson, Robert W. "White Water Creek Bridge." Historic American Engineering Record: HAER No. IA -51, August 1995. Keystone Bridge Company. Descriptive Catalogue of Wrought -Iron Bridges. Philadelphia: Allen, Lance & Stout, 1875. Klauer, John. "County to Replace Whitewater Dr. Bridge. Board Approves Rezoning East of Town. "Dubuque Telegraph - Herald, 17 March 1999. Kruse, Len. My Old Dubuque: Collected Writings on Dubuque Area History. Dubuque: Center for Dubuque History, 2000. Larson, Arthur Q. "Platt Smith of Dubuque: His Early Career." The Palimpsest. Vol. 58, No. 3 (May /June 1977). Lewis, Henry. The Valley of the Mississippi. St. Paul: Minnesota Historical Society, 1967. Lyon, Randolph W. Dubuque: The Encyclopedia. Dubuque: First National Bank of Dubuque, 1991. Maltby, F.B. "The Mississippi River Bridges: Historical and Descriptive Sketch of the Bridges over the Missis- sippi River." Journal of the Western Society of Engineers, 8 (August 1903). "Men in the Tower." Dubuque Telegraph- Herald, 19 January 1902. Miller, Jim. "Carnegie Talked His Way into Bridge Contract." Dubuque Telegraph- Herald, 2 February 1973. Morison, George S. The Memphis Bridge. New York: John Wiley and Sons, 1894. see continuation sheet NPS Form 10 -90J -a OMB Approval No. 1024-0018 United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet section number 9 page 21 DUNLEITH AND DUBUQUE BRIDGE Dubuque County, lowa "The New Iron R.R. Bridges." Dubuque Daily Times, 17 January 1872. Peterson, William J. Steamboating on the Upper Mississippi. 1937; Reprint edition, Iowa City: State Historical Society of Iowa, 1968. "Railroad and Bridge Matters." Dubuque Herald, 5 February 1868. "The Railroad Bridge." Dubuque Herald, 31 January 1877. "Railroad Bridge." Dubuque Telegraph- Herald, 15 October 1933. "The Railroad Bridge: Progress of the Construction." Dubuque Herald, 30 June 1868. Reber, Craig D. "Spanning the Years." Dubuque Telegraph- Herald, 23 June 2010. Sandburg, Carl. Abraham Lincoln: The Prairie Years. New York: Harcourt, Brace, 1926. Schneider, Charles C. "The Evolution of the Practice of American Bridge Building." Transactions of the Amer- ican Society of Civil Engineers 54 (1905). "Senator Allison's Views on the Wagon Bridge." Dubuque Daily Times, 25 December 1873. Stock, Erin. "Tri -State Historical Efforts Receive Grant Money." Dubuque Telegraph - Herald, 8 August 2004. "Studies Span History of Bridges." Dubuque Telegraph- Herald, 12 April 1997. Templer, John. "Dubuque's Railroad Bridge." Dubuque Telegraph- Herald, 22 December 1968. Waddell, J.A.L. Bridge Engineering. New York: John Wiley & Sons, 1916. Wilkie, William E. Dubuque on the Mississippi: 1788 -1988. Dubuque: Loras College Press, 1987. Zobrist, Benedict K. "Steamboat Men Versus Railroad Men." Missouri Historical Review, 1965. see continuation sheet 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 10 page 22 DUNLEITH AND DUBUQUE BRIDGE Dubuque County, Iowa Verbal Boundary Description The nominated boundaries enclose the structure itself — including the iron truss and its concrete abutments — and the property it occupies, without any surroundings. - Boundary Justification The truss and its abutments, the boundaries of which form a rectangle 22 feet by 96 feel. (:f see continuation sheet NPS Form 10 -900 -a OMB Approval No. 1024-W18 (8 -86) United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet section number appendices page 23 DUNLEITH AND DUBUQUE BRIDGE Dubuque County, Iowa Index to Photographs Name of property: Dunleith and Dubuque Bridge City or vicinity: Dubuque County / state: Dubuque County, Iowa Photographer: Clayton B. Fraser Date of photographs: June 2012 Inkjet prints: Epson Stylus Pro 4000 Printer with Ultrachrome Ink printed on Epson Archival Matte paper Description of views: Photo number 1: General view of bridge and Bergfeld Recreation Area. View to south. Photo number 2: General view of bridge and Bergfeld Recreation Area. View to southeast Photo number 3: North web of bridge. View to south. Photo number 4: West portal of bridge. View to east. Photo number 5: South web and west portal of bridge. View to northeast. Photo number 6: West abutment and northwest bearing shoe of bridge. View to south. Photo number 7: Typical lower chord / vertical / floor beam connection on bridge. View to south- west. Photo number 8: Typical upper chord / end post connection of bridge. View to northeast. Photo number 9: Typical upper chord / vertical connection of bridge. View to northeast. ee continuation sheet NPS Form 10 -900 -a (8-86) United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet section number appendices page 24 OMB Approval No. 1024-0018 DUNLEITH AND DUBUQUE BRIDGE DubuqueCounty,lowa 4tela.e e'ej€n:. 1 e e:Y..Ce:Eigat vii Fig. 1 Dunleith & Dubuque Bridge — Western Approach, ca. 1880 iii. see continuation sheet NPS Form 10 -9M-a (8 -86) United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet section number appendices page 25 OMB Approval No. 1024 -W18 DUNLEITH AND DUBUQUE BRIDGE Dubuque County, Iowa Fig. 2 White Water Creek Bridge, 1989 j: {: see continuation sheet NPS Form 10 -9W-a (8 -86) United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet section number appendices page 26 OMB Approval No. 1024 -W18 DUNLEITH AND DUBUQUE BRIDGE Dubuque County, lowa Fig. 3 Location Map, from Google Maps (Note: Bergfeld Recreation Park indicated by "A ") e continuation sheet NPS Form 10 -900 -a (8 -86) United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet section number appendices page 27 OMB Approval No. 1024-0018 DUNLEITH AND DUBUQUE BRIDGE Dubuque County, Iowa �mmc 6N.we W� BRIDGE MOVE NOTES: an, saw ■i aaa vu F...A. ti xt- aaam To alwxm SRIUYOUT OWA LIT. 10 SITUATION PLAN V(HIIE W ATER GREEK IIRIUOE 0VEF 6ERGFI EW RECREATION PO_ NO '•bIIYOF ➢UBUOUE Fig. 4 Situation Plan - White Water Creek Bridge over Bergfield (sic) Recreation Pond. [ _ see continuation sheet NPS Form 10 -900 -a (8 -86) United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet section number appendices page 28 OMB Approval No. 1024-W18 DUNLEITH AND DUBUQUE BRIDGE Dubuque County, Iowa WHITE WATER CREEK BRIDGE EERNARD, liOWA ll 72 7_ Fir le Map IOWA Location Map This edge lea remaining *pan or ...remepan approach et/d9. 10 m 2272 le a n Dredge built rn Iege e M /sdl99i271 River al Dubuque. The forger bridge was the first le span the awe( • issippi at BAluque, a of the a of all threa Missisrsi'pi ding tins 10 dirDant their original Ownership lof lids span was aanslermed Nom Ina Dubuqu and Bunllel • hhBridgerCempany ta Dubuque Comply. and a coup messed the bridge fed Its dam location. Iaaipa,2s deecteddoby i9, approach • Be an of lee most Irepoelant and Ieng-llred bridge companies /. eg �lvuse to (Owe. end itgtoe only Keystone Outs oldeSt iron he In Use the slate. Tree fora Wtlent 9,fd9ea Retarding Piojeet Is pert aJ long /241e pb9sem le • 21 Naar /tally signi(icent englneerin9. Industrial, an m s In the Urged Sales. The NAER program Is adm inistered Oy 1 e Nal l anal Path geneses UN. Beparrmenl el rho Inlelle7 The imratilitade NoesReno ding general • tf dept J. Repch. Chief. andbY the eweDende the f Transportations tae t57 Stale eilsleneel S2eiely of Iowa. ova OWSian O(R a of ,oMlnwe` Adminive BO^ Ind no awaTansperal2n Cena agg. 9252 pd m p sn draw/ n f n burg under pdMe diredtan Edo O Chief ee NAE A OSF2 eem con• sisted nt • Chien I Virginia., Msksme o07 BCOMOS.Cen dal. DCOMONNelherNd9). rc of K sap, Addam (Uhl amity aleT Ve Ausun)en re Pane( (Uniwereiry of Pennsyluoenle).n Geoffrey R. Goldberg (Onirervly a ula) end Juliet Lanldvn(uneersly of Soli /ernre9nptle2. engineers; Joseph Ellial, sellersollle, PA pre , Clay Deaele, Loreland. nOn end Jame Rippen a an, 1A. consulry5U BERNARD In cum ex mum REfl CREEK Tenbon —esee WBGq£ 722172 Innen. IBwhI II'a Fig. 5 Historic American Engineering Record drawing, 1995 see continuation sheet NPS Form 10 -900 -a (8 -86) United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet section number appendices page 29 OMB Approval No. 1024 -W18 DUNLEITH AND DUBUQUE BRIDGE Dubuque County, Iowa n av:�eas M) r 1. ® S,z, ,a IN 0 FX v tti CI) 4 ARO um v ,ET.r5 err— Fig. 6 Historic American Engineering Record drawing, 1995 ii:?.. see continuation sheet NPS Form 10 -90J -a (8 -86) United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet section number appendices page 30 OMB Approval No. 1024-W18 DUNLEITH AND DUBUQUE BRIDGE Dubuque County, lowa Scale: 11/2'•I' -0- 059 CONNECTION DETAILS C.R.I,en lalefa151rul 2s0'0 Pi. 55995000 Cast Iron BIZart eyafann column Cast hen 111 AS 0 fTt? 4. Poet Bee 27165 %Pin Chord Eye Sa a Eve•O PIn I Baam Peaeafal yea a ne risen. laominoefbreak. .., vme w�75a 05 IV 50555000 VIGN7? 5°° 0050050 0055& `"' Fig. 7 Historic American Engineering Record drawing, 1995 xxia r see continuation sheet NPS Form 10 -900 -a (8 -86) United States Department of the Interior National Park Service National Register of Historic Places Continuation Sheet section number appendices page 31 OMB Approval No. 1024-0018 DUNLEITH AND DUBUQUE BRIDGE Dubuque County, Iowa 20000 a Orn CONNECTION DETAILS fa. 09019,, Plate Wrau90FIlon tipper Chord Ceti-Iron Lateral 5lrvl 150'05 place le setae Bert 0�n9 naluaraelln9 Cast-Iron JOBl sae 2 Wmu95Flron vftgeie noel Eye Bert u95NroE "B." 0.2"M 9 I 2 Wreu901-lren Naytbnn 0- -r4 B2 Blegone Column sees r 4 leroq.2,209 Caere Ey• Ba,.. i- o,VS.o°saoel Eye Bars iy ouM0 900,1 Eye Bari it 4 41W,ee00blron Chord EyeeBars Carmine SC ISOae9 F020000m 1922 NCIIIm arrvw ICEIMARD � 9nauexm eelocc 00120 a me OLIBUtita COUNTY • Fig. 8 Historic American Engineering Record drawing, 1995 !'F't see continuation sheet NPS Form 10-9W-a (8-86) United States Department of the Interior National Park Service National Register o Historic Plcs Continuation ke section appendices _em OMB Approval No. _0018 DUNL r. AND DUBUQUE BRIDGE Dubuque County, _ 2k §r r\ \� Ns t 2 G 9 \ r-15/19:1 § aaaa. IPME MA Mitt yam/ 'a.. icy Kritaaa worn OITBUCUE COUNTY &, Historic Ame eering Record draw « 1995 COWL I see continuation sheet IOWA DEPARTMENT OF MARY TIFFANY Co Nu-, DIRECTOR STATE HISTORICAL IOWA f JrIWMC THOMPSON ADMINISTRATOR 10,V9 1 00 1100 MA-rNRw HARRIS ADMINISTRATOR y 600 E. LocusT DES MOINES, IOWA 50319 T. (515) 281 -5111 F. (515) 282 -0502 CVLTURALAFFAIRS.ORO December 18, 2012 David A Johnson Dubuque HPC Planning Services Department, City Hall 50 W 13th St Dubuque, IA 52001 TERRY E. BRANSTAD, GOVERNOR Kw REMOLDS, LT, GOVERNOR RE: Dunleith and Dubuque Bridge, 7600 Chavenelle Drive, Dubuque, Dubuque County Dear David: The State Nominations Review Committee (SNRC) plans to consider the property referenced above for nomination to the National Register of Historic Places during their February 8, 2013 meeting. As a participant in the Certified Local Government Program, Dubuque HPC is required to review and comment on proposed National Register nominations of properties within its jurisdiction. The State is required to.provide you with a 60 -day period for the review, unless we mutually agree to expedite the process. I am contacting you to ask that you initiate the review process for the Historic Preservation Commission. Enclosed are copies of the nomination, photographs, and the review form, The review process will require the following: ♦ The Historic Preservation Commission should review the nomination during one of their meetings. Send a formal invitation to the Mayor with a copy of the nomination. Send a formal invitation to the property owner /owners. If they are not familiar with the National Register, be sure to include an explanation. Make sure that a copy of the nomination is available for public review before the meeting. For example, leave a review copy at the courthouse or public library. hndicate in your meeting announcement that a review copy of the nomination is available and where the review copy can be found. i The question to answer when reviewing the nomination is whether the nominated property meets the National Register of Historic Places significance criteria. If the Commission feels that the nomination makes the case for meeting significance criteria, the Commission should check the box recommending that the property be listed. If the Commission feels that the property does not meet the significance criteria, then cheek the box recommending that the property not be listed. The Mayor should use the same approach when reviewing the nomination. e You might want to invite the individual who prepared the nomination to attend the public meeting and present the nomination. Keep a record pf the meeting (copy of notice, agenda, minutes, list of attendees). At the conclusion of the meeting, the Commission should make a motion regarding their recommendation. The Chairman of the Commission will complete Item #1, the Commission's portion of the review form. Be sure to fill in the date of the public meeting, sign the signature line and record any comments that were made. If the Mayor attended the public meeting, inquire if he /she is prepared to complete Item #2 on the review form., ♦ In the event that the Mayor was unable to attend the meeting. The Commission Chairman should forward the Review form to the Mayor for review and comment. Have the Mayor sign the form and return it to the Historic Preservation Commission. ♦ Item 143 on the Review form asks for the review and comment of a preservation professional If your commission does not have a professionally qualified historian or architectural historian who can complete this part of the form, you may leave Item #3 blank and I will arrange to have a State staff member complete that part of the form. ♦ After you have completed Items #1 though #2 (through #3 if a preservation professional is available), please make a copy of the completed review forms for your file and send the original copies of the completed forms to me. ♦ The Commission should keep the nomination and photographs. File them together in your inventory, as you will need the information for future reference.. If a State preservation professional was needed to complete Item #3 on the review form, I will return a copy to the commission for filing. If the Historic Preservation Commission and the Mayor disagree with one another on the property's National Register eligibility, both views will be presented to the SNRC for their consideration during review of the nomination. If both the Historic Preservation Commission (by Commission majority) and the Mayor do not consider the property eligible for National Register listing, we must halt the nomination. Be advised that when a nomination is halted, the property owner, the person who prepared the nomination or any interested party may appeal the decision. In addition, the nomination will still go forward to the National Park Service for an official "Determination of Eligibility." Please contact Paul Mohr at 515/281 -6826 with any questions or concerns regarding the CLG program or the process for this review. Sincerely, ;vLYt .ev Elizabeth Foster Hill Tax Incentive Programs Manager/ National Register Coordinator .