website watertownhistory.org
ebook History of Watertown, Wisconsin
The Milwaukee Street Bridge
1889-1930: Iron Bridge
1930-2005: Concrete Arch Bridge - A
Luten-designed bridge
1854
11 16 A
New Bridge – Below we give, in full, a petition asking the Common Council
of this city to make provisions for the construction of a new bridge over Rock River,
at a point near where the Milwaukee and Watertown Railroad will cross that
stream. Without at all pretending to any
familiarity with the public wants of this community, but so far as business
facilities of this kind are concerned, we will take the liberty to remark, that
this seems to us to be a request that well deserves the candid and impartial
consideration of our city government.
That there is a growing and increasing demand for such a structure at
the proposed place, appears to be certain.
When
the Railroad shall be completed and in full operation – and especially if there
is to be a station on each side of the river, as we understand is now in
contemplation – there will be yet more urgent reasons for a bridge somewhere in
that immediate vicinity. The thousands
who will throng around the ware houses that are now being put up there, should
not be compelled to go and come a third of a mile each way merely for the
purpose of passing from one side of the river to the other. Every convenience within the power of the
city authorities should be extended to those who come here to sell or store the
products of the soil or shop, to be exchanged for merchandize or sent abroad
for money. If anything that has a tendency
to improve or build up one part of our city, will also, as a necessary
consequence, have a more or less directly beneficial tendency to help every
other portion
To the
Honorable Council of the City of Watertown:
The
undersigned, residents and taxpayers of said city, would respectfully represent
to your honorable body, that a new bridge across Rock River, on Western Avenue,
in said city, is necessary for the convenience of the inhabitants of said city,
for the following reasons:
1st: That in a short time, the present and only
bridge across Rock river will be useless by reason of decay, and will be
removed to make place for one more suitable for the grade of Main Street, and
for the convenience of the public; and if so removed before another is built
across said river, it would be a great and serious inconvenience to the
business portion of the said city.
2nd: That a great proportion of the business of
said city is done in the southern part of said city; and the probability is
that the greater part of the business of said city will be done in the southern
part thereof.
3rd: That the business of all the city requires
that there should be a free inter-communication between every part thereof, by
the necessary streets, bridges, etc.
4th: That such a bridge across the widest and
pleasantest street in the city, would equally benefit every portion of its
inhabitants, and the public generally
5th: That it is customary in all regulated towns to
make such great public improvements at the expense of and by tax upon all
persons to be benefitted by the same . . . WD
1888
Watertown Gazette, 07 27 1888.
Board
of Street Commissioners:
Resolved,
That a bridge be built across Rock River connecting Milwaukee Street on the
east side and Spring Street on the west side of said Rock River, and that the
Committee on Streets and Bridges be and is hereby instructed to procure plans
and specifications for an iron bridge as well as for an arched stone bridge.
_________________________________________________________
Based in part on article contributed by
Ben Feld
Edited and annotated by Ken Riedl
It is
safe to say that throughout the first one hundred years of Watertown’s
existence, things did not often happen quickly and many things did not turn out
as envisioned by the city officials.
That
was certainly true about the bridges of Watertown. At least two were talked about frequently and
discussed in council meetings, but nothing was ever done about them. One, the proposed bridge from the south end
of Washington Street across the river to Waldrow Street, was seen as creating a
better and more direct communication between the city and the road leading to
Jefferson. All preliminary steps to the
construction of such a bridge were taken but the city was powerless to overcome
the objection by the Chicago, Milwaukee and St. Paul Railway company to a
crossing over their tracks at the intersection of the proposed thoroughfare and the railroad. All efforts to reach an agreement with the
railroad had failed.
As
early as 1848 a bridge from the south (western) end of Western Avenue across
the river to a yet-to-be-built street, seemed a certainty. In fact, in January 1849 the city council
announced a 230-foot bridge would soon be constructed at that location. With two tracks and boarded sides, erected at
a cost of $600 it would extend Western Avenue all the way from “the Milwaukee
road about one mile east of this village,” across the river to a point 18 rods
west of the river where it would intersect with the road leading to Aztalan, a
road which was to be opened the summer of 1849.
It was
envisioned that, with the building of the bridge, Western
Avenue would attract retail establishments and that a beautiful, wide
thoroughfare would become the commercial street for the city. But that was not to be. The street was soon recognized as an ideal
residential area, land speculators entered the picture and soon the lots became
too high-priced for retail shops and, with the exception of one or two corner
groceries, it became a residential street with no great need for a bridge to
tie them to the farmland west of the river.
With
the coming of the railroad in 1855 it became apparent that the Main Street bridge and the Cady Street bridge were neither adequate nor
properly located to handle the traffic from west of the river to the
depot. What was needed was a by-pass, as
it were. But it took 33 years for any
action to be taken.
In
July, 1888, the city council resolved to build another bridge, this one
connecting Milwaukee Street on the east side with Spring Street on the west
side (name of street before West Spring Street being renamed West Milwaukee)
and the committee on streets and bridges was instructed to procure plans and
specifications for an iron bridge as
well as for an arched stone bridge.
1889
Acting
on the recommendations of that committee, the city council, a few months later,
opted for an “iron bridge” and requested the contractors begin construction as
soon as possible. When no material had
arrived by mid-January, 1889, alderman Racek paid the Milwaukee company a visit
and learned they had been unable to procure the necessary iron from Pittsburgh
but they would have it by January 25. It
finally did arrive the second week in February and the building of the long
anticipated bridge began. On April 6 the
bridge was finished, tested and accepted by the city, the Watertown Gazette declaring it “a fine piece of work, the best
bridge in the city, and the least expensive, size and style considered.”
The
new bridge proved a boon for the townspeople and farmers from west of the
river. No longer was it necessary for
heavily loaded wagons to travel through the business section of town, with its
notoriously muddy streets, on their way to the elevators, which were now much
more accessible. The disappointment of
not having the use of a bridge at the foot of Western Avenue was
alleviated. The Jefferson County board
of supervisors showed their appreciation for the convenience seven months after
the bridge was opened to traffic by appropriating $300 for the purpose of
improving the approaches to the new bridge.
1896
Watertown
had existed nearly half a century as a city before this new iron bridge became
a reality; would the bridge give them trouble-free service for the next
half-century? Hardly! Even with our sophisticated engineering and
construction today, pavements and bridges do deteriorate. Within seven years the planking on this
bridge had deteriorated alarmingly, as a farmer named Zimmer learned one Sunday
in August, 1896, when his horse stepped through a rotting plank and only with
great difficulty was it extricated without serious injury. It was revealed then that it had been common
knowledge for some time that the bridge had been in poor condition for some
time and extensive repairs were needed.
Similar repairs were made many times during the next 35 years.
1900 FISHING
FROM MILWAUKEE STREET BRIDGE
04 27 Boys fishing from Milwaukee street bridge
have been the cause of several runaways this spring, as well as making the
bridge very disagreeable for pedestrians to pass. The walk is also sometimes beastly dirty with
fish scales, blood and bait. Fishing
from the bridges should be prohibited especially when it becomes a public nuisance. This might be a matter for the police to look
after a little. WG
c.1900
VIEW TO THE EAST
Looking north from bridge, c.1909
Looking south, c.1909
c.1905
Based
on number of vertical supports this is Milwaukee St. Bridge, not N. Second.
c.1910
1911
The Iron Bridge, 1911
c.1917
Milwaukee St bridge in distance,
Rock River, view south of Milwaukee St Bridge, west bank of river, c1917
1929
Watertown
was jolted from its complacency over the permanency of the truss-work of the
iron bridge the morning of February 4, 1929 when a truck driver informed the
city officials that one of the main beams had dropped from a foot to a foot and
a half. Traffic on the bridge was
immediately halted and an inspection was made; an inspection which revealed
that rust had put the bridge in an alarmingly poor condition, “in some cases
the ironwork was holding only by a small margin”.
Now
the city council had its hands full; bids on the new Main Street bridge were in
the process of being considered; a new high school building was being proposed;
the office of an assistant in the city street department was being vacated and
a new one needed to be employed; a new ordinance fixing the salaries of certain
city officials was being enacted; and now it was necessary to consider the
repair or replacement of the Milwaukee Street bridge. Everything nailed down was coming loose! But first things first.
The
city council lost no time in securing the Otto
Biefeld Company to make temporary repairs and in just two days, on February
7, 1929, the bridge was again open to traffic.
During
the next fifteen months the council argued the pros and cons of repairing the
bridge versus replacing it. In June,
1930, they decided to replace the floor of the bridge at a cost of $1200
knowing this was only a stop-gap move and anticipating the complete replacement
of the bridge in a very few years, which a subsequent report from the state
engineers deemed necessary. That report
included the good news that the present stone foundations were good and could
be used for a new bridge. It also
suggested that two plate girder spans to fit the present foundations could be
designed and that these would make a suitable and durable bridge and would
result in a great saving of money to the city instead of building an entirely
new substructure and superstructure. The
report also reiterated what had been pointed out to the council when temporary
repairs were discussed, that it would be necessary to post signs as to maximum
speed of traffic loads passing over it and that for heavy traffic it would be
unsafe The necessity of such action
became evident when the old floor was torn up and the deplorable condition of
the substructure became clear. Most of
the aldermen, and Mayor Lutovsky, who at that time was being attacked from all
sides for mismanagement of his office, agreed that in light of repair work
being “wasted economy”, a new bridge made more monetary sense.
_____________________
Watertown
city officials declared the existing Milwaukee Street Bridge unsafe in 1929 and
began considering plans for erecting a steel girder or concrete bridge. Daniel B. Luten, a prominent bridge designer
in Indianapolis, submitted a plan for an open arch concrete span. The Common Council accepted Luten's design
and let the construction contract to the Eau Claire Engineering Company. The firm completed the three-span bridge in
November 1930. The bridge is significant
for its aesthetic lines and for its affiliation with the Indianapolis designer.
1930
It was
a foregone conclusion that, at the council meeting of July 1, 1930, plans for a
new bridge would be formally lost when a resolution authorizing the board of
public works to proceed with the preparation of plans and specifications for a
new span would be voted on. The results
were as anticipated. Then came the task
of selecting an engineer to prepare these preliminary plans and specifications. The selection of E. B. Parson, 419 North
Washington Street seemed to please all.
The
depressing news that the cost of the span was estimated to be $35,000 (this
being less than 9 months before Black Tuesday,
the day when the stock market crashed setting off the Great Depression
which lasted for a decade) was somewhat tempered by the statement of “one well
known contractor” that this was the ideal time for bridges and other municipal
projects to be built, because contractors on the whole were not busy; “…labor can be had freely and costs as a result will be reduced
in such instances.” He declared that
when bids for $35,000 projects are received, the actual cost would be nearly 15
per cent less.
Not
unexpectedly, preparations for replacing the condemned bridge did not proceed
smoothly. Whereas it was generally supposed
that a concrete structure would be in order, several members of the council
favored another iron bridge and their proposal to secure figures on such a
structure delayed progress another six weeks.
After hearing nothing from the iron bridge company, Worden-Allen of
Milwaukee, for nearly six weeks, Mayor Lutovsky finally gave them just three
days to submit estimates for an iron span as, he claimed, “not much more time
can be wasted if the work is to be completed this winter.”
The
three-day time limit given by the mayor the last week of July was not observed
by Worden-Allen. The deadline was
extended to August 19, at which time the mayor called a special meeting of the
council (notice being served that afternoon to all aldermen via the police
department). Should the requested
figures not be available by meeting time, the mayor announced, a concrete
structure would be selected by default as time was of the essence, especially
when it was acknowledged that after the decision was made it would take another
three weeks before bids could be accepted for consideration.
Three sets of plans and specifications
were approved at that meeting; those from E. Parsons of Watertown, those from
Worden-Allen, and an unsolicited set of plans from Daniel B. Luten of Indianapolis
for a concrete open arch bridge, a concept with which the city council was not
very familiar. All three plans were
accepted and the preliminary work relating to the official call for bids was
put into action. It was expected it
would be at least six weeks before the board of public works would be in a
position to report on the figures submitted by bidders.
The
unsolicited plans from designer Luten came with the assurance that the city was
not to be charged “one cent” for the plans , not now or in the event he were to
succeed in getting the contract for the construction of his proposed
bridge. In the event of some other
construction firm were to bet the contract on the Luten plans, that contractor
would be permitted to use the full set of plans and specifications and all
other copyrighted data relating to it paying for the use of such designs. The Watertown
Daily Times of August 20, 1930, stated that “in the event the successful
bidder bids $35,000 for the bridge that is all it will cost the city, there
being no extra charge to the city for the Luten plans”. Luten’s representative assured the city
council that the plan has been carried out successfully in other cities and had
worked out very satisfactorily. The
council was much impressed with the 46-page booklet, containing views of
bridges designed by Mr. Luten and giving information concerning them, which was
shown to the council.
It was
the general agreement that work on the new bridge could not possibly begin
before the middle of September and it would take from three and a half to four
months to construct the new span. It was
estimated that the costs of the three sets of plans and specifications for the
bridge would cost $1500 or less depending on the amount to be paid E. Parsons,
whose contract called for a payment of three per cent of the total bridge cost
but limited to no more than $900.
In the
midst of consideration of the fee to be paid for plans and specifications for
the Milwaukee Street bridge, the $400 fee paid for similar work on the North
Fourth Street bridge was brought into question.
It was hinted that some chicanery was involved some years ago when the
city engineer had invited the former engineer for the state highway commission
to conduct a survey of the city’s bridges and found, to everyone’s surprise,
that the North Fourth Street bridge had to be replaced at once.
The
bids from 14 contractors were opened in the council room crowded with
spectators and contractors the night of September 4, 1930. Twenty-six bids had been received on the
three types of structures. The lowest
bid filed was for the steel bridge designed by the Worden-Allen company. It was for $31,000 which was only 11.5%, not
15% less than the predicted $35,000 as estimated by “a well-known contractor”
in July. The bids revealed that 12 contractors
were interested in constructing a concrete girder bridge, while 8 favored the
concrete arch and only 6 the steel bridge.
Two local contractors entered bids: George C. Lehman submitted only one
bid, an even $35,000 on the concrete girder type, while Maas Bros. entered a
bid for all three types, theirs being the third lowest bid for the concrete
arch, the Luten design, which had met with immense favor among officials.
When
the council meeting convened Friday, September 5, there was no doubt the
contract would be awarded to the Eau Claire Construction Company but since they
had bid the same amount of $30,800 for both the concrete arch type bridge
designed by Mr. Luten, and the concrete girder type designed by E. B. Parsons
of Watertown, the concrete girder type, a decision had to be made - would the
new Milwaukee Street bridge be concrete arch type or concrete girder type? By unanimous vote the contract for the
concrete arch type bridge was awarded to the Eau Claire contractor using Mr.
Luten’s design, the contractor announcing that work would begin on Monday,
September 8 with the tearing down of the present structure.
A foot
bridge, they announced, would be built across the river south of the old bridge
and at a lower level using the old span to permit pedestrians to pass while the
new structure was in the building. The
company was allotting 100 working days for the completion of the work making
the target date for opening the bridge to traffic early December. The railing on the bridge, it was decided,
were not to be placed until spring weather arrive, temporary railings to be
placed during the winter weather. The
final date for completion, which included the placing of the railings, was set
as April 15, 1931. The bridge selected
by the council had a weight capacity of 20 tons. Not surprisingly for those familiar with the
depression of the 30’s, although quite a number of local men were to be
employed on the job, the number of applications for work far exceeded the need
for employees. As the work progressed,
more local laborers were to be employed.
A few
days after the commencement of the work, the Watertown Daily Times, in an uncharacteristically jovial tone
carried this item:
The
Milwaukee Street Bridge is being torn down and now the wreckers have gone to it
with vim and vigor the old structure seems to have been in a more deplorable
condition the most pessimistic reports indicated. The other night the question arose in the
council about what is to be done with the old bridge and that is to be left to
the contractor. Just so long as they
don’t haul it to the Seventh ward dump everything will be O. K. They have been
hauling everything else there from wrecked automobiles to dead horses, so a
bridge wouldn’t be out of the ordinary for that monstrosity. WDT Sept. 9,
1930
Construction
proceeded at a steady and rapid pace during September and the first week in
October when rain caused a short cessation of works. The concrete slab was poured the third week
in October and after three weeks of setting the bridge was ready for
traffic. As had been agreed upon
previously, the erection of the side rails was still being postponed until the
arrival of warm weather in the spring.
Lee E. Williams, bridge expert for the Luten engineering enterprise,
which provided the plans, and specifications for the structure had been on the
scene from time to time watching the progress of the work. Unofficially he had inspected the Main Street
bridge and had come up with a plan for a new bridge there.
The
last of the concrete was poured October 18, which, allowing for sufficient time
for the concrete to set, was expected to make it possible to have the bridge
ready for use on Thanksgiving Day.
Unusually favorable weather permitted a change in plans and it was
decided to install the permanent railing, the casting of which was to begin by
October 22.
Tuesday
night, November 18, 1930, a thirty-minute dedicatory exercise at which the
Watertown high school band, directed by Gale Rockwell, performed, was attended
by nearly 1,500 people. The program had
to be brief due to the act that the dedication was to be followed by a regular
meeting of the city council which was present in a body at the ceremonies. Mayor Lutovsky, one of the speakers, lauded
the engineers and the construction company as well as the workers on the job
for their good work and asserted that the bridge was not only a necessity but
also a fine investment and a great improvement for the community. Other speakers included Lee E. Williams,
representing the Lusten engineering enterprises, Indianapolis, Ind., H. C. Kuhl
of the Eau Claire Engineering Co., builders of the bridge, and Ben King, city
engineer. The ribbons which closed the
bridge were cut by the mayor and then the speakers and representatives of the
engineering and construction companies drove across the new span to mark its
official opening. Scores of automobiles
joined in the procession and the new bridge, which cost $30,800, began serving
vehicle traffic a few minutes later.
At the
meeting of the city council that night $6,300 of the remaining amount due the
contractor, was paid, the balance of $500 being held for 30 days in accordance
with the usual custom.
Allegations
of mismanagement on the part of the mayor surfaced at that meeting, as they had
at many previous meetings. Alderman
Carey asserted that representatives of 132 railroad men who lived in the city
had told him that the railroads had been slighted and that trucks had been used
to bring the material into the city instead of the trains. The mayor replied that he had the word of the
men in charge of the bridge construction that all material for the bridge had been
brought in by railroad with the exception of the cement. He added that the material brought in by
train was said to have constituted a major portion and included lumber, steel
and other materials used in the bridge.
No further mention is made of these allegations in subsequent issues of
the Watertown Daily Times.
It is
interesting to note that the first Milwaukee Street bridge served the city for
41 years; the present bridge has, at this writing (2005) served for a little
over 75 years but, admittedly is beginning to show her age.
Maybe
it is time to rethink the all-too-common indictment, “They don’t build them
(bridges) like they used to.”
Maybe they build them better.
___________________________
P. A. Glaser, A. H. Stallman, R. W. Lueck, F. H. Lehmann, Ben King.
1940
Pictorial
record, c1940, Library of Congress: [ 1 ]
[ 2 ]
[ 3 ]
1983
05 19 The Milwaukee Street bridge will be closed to
vehicular traffic for about 90 days this summer during rehabilitation
work. The starting date has been
tentatively set for May 31. Plans call
for a concrete overlay on the bridge deck and sidewalks, new steel rails on the
west approach and new blacktop approaches.
Underside structural members, retaining walls and the west abutment will
be repaired. WDT
2006
06 20 DESIGNS
FOR NEW BRIDGE
Residents got the chance to get a firsthand
look at the designs for the new Milwaukee Street bridge over the Rock River
Thursday at a public informational meeting held by representatives from the
firms involved with the reconstruction project.
The new Milwaukee Street bridge will be an open arch structure with a
Texas concrete rail. According to MSA
Professional Services Project Engineer Kevin Ruhland, two other design options
were being considered but the firm decided to go with the open arch structure
with the Texas rail because it best resembled the current platform. Because the Milwaukee Street bridge is listed
on the National Register of Historic Places, the designs for the new bridge had
to be aesthetically similar to the existing structure, said Emily Pettis,
architectural historian for Mead and Hunt Inc. of Madison. WDT
2007
04 01 BRIDGE RECONSTRUCTION DELAYED
The
reconstruction of the Milwaukee Street bridge has been delayed until next year,
partly because of various environmental and utility problems with the plans,
according to city Engineer Joe Radocay.
One of the main problems deals with the state Department of Natural
Resources’ specification on how the bridge should be demolished and removed,
and Radocay said design engineers are currently looking at modifying those
plans. Radocay also said the DNR brought
up concerns about the gas main in the river near the bridge and two nearby
electric utility poles and that the city is working to fix those problems.
11 07 BRIDGE CLOSURE
The
Milwaukee Street bridge over the Rock River will be closed to traffic starting
in December, according to city Engineer Joe Radocay. The 77-year-old structure will be demolished
starting on Dec. 3 and will not reopen until Sept. 15, 2008. When the work begins a detour route will be posted
and motorists will be asked to follow South Church Street to Main Street and
then to College Avenue, Radocay said.
Zenith Tech Inc. of Waukesha has been awarded the bridge contract and
crews have already started the utility work and clearing the area. Stephen Graetz of Community Engineering and
Building Services of Milwaukee is the project engineer and MSA Professional
Services of Madison designed the new bridge.
Dec BRIDGE DEMOLISHED; TO BE REPLACED
The old Milwaukee Street bridge was a three-span, open
spandrel, reinforced concrete, continuous-rib-arch bridge that had a structure
length of 240 feet. It was constructed
in 1930 by Eau Claire Engineering and designed by Daniel B. Luten.
2008
Image of construction, part of slide show.
11 07 NEW MILWAUKEE STREET BRIDGE
The
new Milwaukee Street bridge over the Rock River reopened to traffic at about 2
p.m. today. The roadway has been closed
since December 2007 when the old bridge was demolished. In 2006 the Milwaukee Street bridge averaged
about 7,200 vehicles per day and it was expected that number would be the same
when it reopens.
The
new Milwaukee Street bridge is an open arch structure with a Texas concrete
rail. Because the Milwaukee Street
bridge is listed on the National Register of Historic Places, the designs for
the new bridge had to be aesthetically similar to the old structure.
The
old Milwaukee Street bridge was a three-span, open spandrel, reinforced
concrete, continuous-rib-arch bridge that had a structure length of 240
feet. It was constructed in 1930 by Eau
Claire Engineering and designed by Daniel B. Luten.
The
new bridge has been expanded to three travel lanes, with two moving east and
one going west. The two eastbound lanes
are about 25 feet wide and the westbound lane is approximately 15 feet
wide. With the sidewalks and the area
for bicycles, the entire bridge is almost 60 feet wide. The overall width of the old bridge was 42
feet, which included a 30-foot-wide roadway.
The designs also called for the river walk on the east side of the river
to be extended south under the bridge.
The stairs to access the river walk from Milwaukee Street have been
replaced with a ramp. Along with the
replacement of the bridge, the project also included the reconstruction of the
Milwaukee Street intersections with South First and South Water streets.
A
southbound right-turn lane has been added to South Water Street, as well as a
second eastbound through lane where it intersects with Milwaukee Street. The intersection has also been extended to
the south to help smoothen out the three lanes of traffic on the bridge. The concrete islands at the intersection of
Milwaukee and South First streets have been removed and the intersection has
also been widened.
The
entire project has a cost of $3.1 million and the city will be responsible for
covering 20 percent of the total, which is $620,000. The remaining amount will be covered by state
and federal funding.
City
officials and those involved with the project will hold a ribbon cutting
ceremony on the morning of Nov. 15 to officially celebrate the reopening of the
bridge.
2008
2015
04 10 DIP NETTING FROM THE BRIDGE
Council Proceedings:
Update on Dip Netting Permit & Resolution. A tour and viewing of the
Milwaukee Street Bridge took place. Following this, consensus was to have some
sort of barrier or separation type of material to be in place between any rig
apparatus and the bridge railing, so no direct contact between metal from the
rig and the bridge railing would occur.
Second, revised permit rules and guidelines would be adopted and would
requiring all of those persons engaging in dip netting to sign. Thirdly, the only bridge designated for dip
netting would be the Milwaukee Street Bridge.
Fourth, these guidelines would need to be updated into the permit rules
and guidelines. Fifth, there needs to be an inspection at the end of March of
2015 as to the condition of the sidewalk and concrete railing and another by
the middle of July, for purposes of a second assessment of this bridge and its
physical condition. Lastly, a motion was
made and seconded to have Alderperson Berg work with the City Attorney on
drafting a resolution or other course of action to allow the continuation of
dip netting for 2015 with the conditions as set forth. In the meantime,
ordinance 13-30, which allows dip netting, will continue. WDT
2016
01 20 DIP NETTING BANNED
The Watertown Common Council voted 5-4 to prohibit
dip netting on the Milwaukee Street bridge.
After further consideration by the public safety committee and the park
and recreation committee, it was determined that issues resulting from dip
netting, primarily damage to the bridge, could not be resolved with any further
regulations or accommodations.
< PORTFOLIO OF PICS
Cross-References:
Engineering
record, Library of Congress: [ 1 ]
[ 3 ]
[ 4 ]
[ 5 ]
[ 6 ]
[ 7 ]
[ 8 ]
Watertown
Daily Times, 2005 article
1893 DORNFELD-KUNERT BUILT SOCK ROAD BRIDGE
NEAR LOWELL,
design same/similar
to North Second St. and Milwaukee St. bridges
WHS_006_773
Dornfeld-Kunert also constructed the former iron and
steel bridge over Rock River on Oconomowoc
Ave.
History of Watertown,
Wisconsin