1 : 2 : 3 : 4 : 5 : 6 : 7 : 8 : 9 : 10 : 11 : 12 : 13 : 14 : 15

FOOTNOTES

1. J. N. Boucher, A Century and a Half of Pittsburgh (New York,1908), II, p. 387. See also C. W. Dahlinger, Pittsburgh, Sketches of its Early Social Life (New York, 1916), pp. 29-30.

2. The route of Jones' Ferry appears on the McGowan map of Pittsburgh of 1852, together with other ferry routes plying the local rivers.

3. Richard S. Allen, Covered Bridges of the Middle Atlantic States (Brattleboro, Vermont, l959), pp. 75-76.

4. Lewis Wernwag (1769-1843) was perhaps the most famous of all early American bridge engineers. Born in Germany, he came to the United States at the age of 17, settling in Philadephia. He specialized in wooden truss bridges, his first famous work being a bridge of a single span constructed in 1812 over the Sckuylkill at Philadelphia. See biographical notice in the Dictionary of American Biography, X, pt. 2, pp. 2-3.

5. Joseph White, and M. W. Von Bernewitz, The Bridges of Pittsburgh (Pittsburgh, 1928), p. 32.

6. D. B. Steinman, The Builder of the Bridge: The Story of John Roebling and His Son (New York, 1945), pp. 80-86.

7. This sandbar which was of sufficient extent that grain would be grown on it at low water, appears on the very early maps of Pittsburgh. Smokey and Kilbuck Islands, had like the sandbar, disappeared by the mid nineteenth century.

8. Newspapers of the early 1870's in Pittsburgh bear witness to the interest of the coal companies in the height of the Point Bridge span, and it was the non-compliance of the Union Bridge Company with the U. S. Government requirements that brought about the demolition of Pennsylvania Charter Books. Union Bridge Company. July 12, 1850.

9. State of Pennsylvania Charter Books. Union Bridge Company. July 12, 1850.

10. Erasmus Wilson, Standard History of Pittsburgh (Chicago, 1898), p. 117.

11. Engineering News, V (April 14, 1877), p. 90.

12. Davis (1837-1907) was one of those American engineers of the nineteenth century who seems to have learned his trade mostly "in the field", so to speak, particularly in railway surveying. Later he was consulting engineer for the Point Bridge and also designed a new structure for the Smithfield Street Bridge (to succeed Roebling's aging suspension span), but Davis' design was discarded in favor of Gustav Lindenthal's bow-string truss structure of 1883-1886. Davis was elected Engineer of Allegheny County in 1881, a position he held until his death. See Biographical Review (Pittsburgh and vicinity), (Boston, 1897), XXLV, pp. 475-477 and Memoirs of Allegheny County, Pennsylvania (Madison, 1904), I, pp. 37-38. There is also an obituary notice in the Pittsburgh Gazette-Times, February 22, 1907.

13. Engineering News, V (April 14, 1877), p. 90. This account makes no mention of a charter nor is there any mention of one in the State of Pennsylvania archives at Harrisburg, Pa.

14. Ibid, p. 90. See also the Supreme Court Reporter, 27 (October term, 1906), (St. Paul, 1907), p. 368.

15. Allen. Op. Cit., p. 76.

There are a number of exterior photographs of the bridge. White and Von Bernewitz has a photograph of the interior, p. 47. The Art Work of Pittsburgh has an excellent photo of the Point portal which was executed in the heavy Italianate style of the 1870's.

16. The Supreme Court Reporter, V. 27, (October term 1906), p. 368.

17. The Bridges of Pittsburgh (New York, 1970), p. 65.

This statement is probably due to a misreading of an inscription on a bronze tablet placed on the Manchester Bridge in 1932 commemorating "a rope walk" established on the bank of the Allegheny in 1812. The same writer (P. 65) also gives the date of the opening of the first Manchester Bridge, i.e. the Union Bridge, as 1820.

18. State of Pennsylvania Charter Books, Point Bridge Company, December 26, 1874. See also Engineering News Record, V (April 14, 1877), p. 90.

19. Pittsburgh Gazette-Times, Thursday, 21 July, 1921.

20. S. S. Schoff, The Glory of Chicago-Her Manufactories, (Chicago, 1873).

21. There is some biographical material on Edward Hemberle in Deutsch-Amerikanische Geschichtsblatter (Erlevnisse und Beobachtungen eines deutschen Ingeneurs in den Vereinicten Staaten), 1867-85, Vol. I, no. 3, pp. 22-25, no. 4, p. 1-12, vol II, 1, p. 15-24, no. 2, p. 10-19, no. 3, p. 21-31, no. 4, p. 12-21. Chicago V. 2, no, 1, p. 15 ff.

22. The Engineering News, III: 9 (February 26, 1876), p. 67 reproduced a perspective drawing of the proposed bridge, and the issue of July 8, 1876 has two pages of drawings, part of which were reproduced here. Other contemporary descriptions of the-bridge are to be found in the following:

"Point Bridge Pittsburgh", Scientific American Supplement, 2:34 (19 August, 1876), pp. 533-534; and "The New Bridge at Pittsburgh", 3 (May 5, 1877), p. 1107.

C. M. Gariel, "Le Pont Suspendu de Pittsburgh", Annales des Ponts et Chaussees (Memoires et Documents), 2 (1879), pp. 323-333. J. Seefeelner, "Long-Span Stiffened Suspension Bridge over the Monongahela River at Pittsburg" Institution of Civil Engineers, London-Proceedings, 58 (1879), p. 369.

Later descriptions are to be found in A. A. Jakkula, History of Suspension Bridges (Texas A and M Engineering Experiment Station Bulletin 57, 1941), pp. 194-l95. Henry Grattan Tyrell, History of Bridges Engineering (Chicago, 1911), p. 235.

Carl Condit, American Building Art: 19th century, (New York, 1960), p. 318. Although the author concedes that the bridge was unique in America, he takes an unfavorable view of both its construction and its architectural adornments.

G. A. Hool, and W. S. Kinne (comps), Movable and Long Span Steel Bridges, (New York, 1923), p. 325. Department of Public Works, (Pittsburgh, Company 1916), p. 36.

"Pittsburgh Bridges . . ." Pittsburgh Post, December 3, l905. In this article the well known architect, Henry Hornbostel (1867-1961) who was famous for his architectural adornments for several New York bridges, including the Hell Gate Bridge, considered that the first Point Bridge was the finest in Pittsburgh from the standpoint of design and visual effect.

23. "The City's Bridges:, Construction, I:12 (March 25, l905), pp. 22-23.

24. Edward Manning Bigelow (1850-1916) was the man, who more than any other, changed the physical aspect of Pittsburgh at the turn of the century and began its transformation into a modern city. His concern with bridges, street and highway systems, and the park system is still evident despite much recent re-planning. The first of the City's great traffic boulevards bears his names. At the time of his retirement, a notice in Construction III: 19 (March 19, 1906), p. 299, said of him -- "with the passing of the present month . . . the city of Pittsburgh will lose one of its oldest one of its most faithful, and one of its most efficient public servants. Except for three brief periods, one of which was spent in the completion of his college course, he has been connected with the engineering department of the City for thirty-eight years. Mr. Bigelow is pre-eminently a municipal engineer as distinguished from the civil, structural, or mechanical engineer-and as such he is typical of the class of men developed along engineering lines by municipal needs and conditions." He became City Engineer in 1880 and Director of Public Works in 1888. See the Book of Prominent Pennsylvania (Pittsburgh, 1913), p. 18, and obituary notice in Pittsburgh Gazette-Times, December 7, 1916.

25. "Reconstruction of the Point Bridge" (I), Engineering Record. 51: 18 (May 6, 1905), p. 517-519.

26. "Reconstruction of the Point Bridge" (II), Engineering Record, 51:l9 (May 13, l905), pp. 540-543. See also Pittsburgh Leader, December 1, 1904.

27. Pittsburgh Post, February 1, 1924.

28. Pittsburgh Sun, April 8, l925.

29. Pittsburgh Gazette-Times, November 4, 1924.

30. Pittsburgh News-Record, 97:20 (November 11, 1926), p. 804.

31. Roush (1885-1946) at that time County architect, is chiefly remembered for his alterations (1926) to H. H. Richardson's Allegheny County Court House and Jail at Pittsburgh and his County Office Building (1929-1931).

33. Pittsburgh Sun, April 8, 1925.

34. Engineering News-Record, 94:24 (June 11, 1925), p. 337.

35. Engineering News-Record, 95:23 (December 3, 1925) p. 313.

36. Richardson George S. (1896- ), a noted bridge engineer, now senior partner in the Pittsburgh firm of Richardson, Gordon and Associates, who designed the Fort Pitt and Fort Duquesne Bridges at the Point, was associated with the Allegheny County Department of Public Works from 1924 to 1927.

37. Engineering News-Record, 97:20 (November 11, 1926), p. 8O4.

38. Greater Pittsburgh, June 25, 1927, p. 28.

39. Article by William Rimmel in Pittsburgh Post Gazette, 29 February, 1964.

40. This statement and those following which have to do with the litigation in connection with the bridge are taken, except where otherwise noted, from The Supreme Court Reporter, 27 (October term, 1906) (St. Paul, 1907), p. 367-381, Union Bridge Company vs. U.S. See also United States Reporter, 204, U.S. 364, (October

term, 1906), pp. 364-402. Union Bridge Company vs. U.S.

41. Pittsburgh Post, July 7, 1907. In 1909, however, the ball park and the Pittsburgh Pirates moved to the new Forbes Field in the Oakland district of Pittsburgh. Now in 1970, both are back at the Three Rivers Stadium, which is on the site of Exposition

Park.

42. "A New Bridge Project," Construction, III; 12 (March 24, 1906) p. 275.

43. Pittsburgh Post, July 7, 1907. "Today a structure built of white pine (the material of the old Union Bridge) would cost more than one of steel because of the scarcity of lumber -- a comment on the waste of our natural resources and the need for reforestation." It is good to be reminded that conservation had become a matter

of great concern even in the first decade of this county.

44. Engineering News 63:23 (June 9, l910), p. 247; 63:26 (June 30, 1910) p. 281; and 64:1 (July 7, 1910), p. 3.

Pittsburgh Chronicle-Telegraph, Auqust 9, l915.

See also Engineering News, 63:10, suppl., (March 10, 1910), p. 91.

"Plans have been completed for a two span bridge to be constructed over the Allegheny at Water Street and South Avenue . . . Estimated cost $1,000,000."

45. Engineering News, 72:23 (December 3, 1914), pp. 1124-26 and Engineering and Contracting, 41 (March 25, 1914), pp. 360-361. See also the bronze tablet affixed to the balustrade of the Pittsburgh abutment of the bridge some time after the dedication in August l915. This tablet is now in possession of the Pittsburgh History

and Landmarks Foundation.

46. Emil C. P. Swensson (1858-1919) was a well known bridge engineer in the Pittsburgh area. Born in Alborg, Denmark, he was educated in Sweden where he graduated in 1879 from the Chalmers Polytechnic Institute of Gothenburg. He emigrated to the United States in 1881 and entered the service of the Phoenix Bridge Company of Phoenixville, Pa., where he became an expert in bridge engineering. In 1887 he moved to Pittsburgh and took a position with the Keystone Bridge Company, which in 1892 became a department of the Carnegie Steel Company. In 1895 he became superintendent and in 1896 chief engineer of that department. In June, l900, the American Bridge Company bought Keystone and he became manager of the Pittsburgh plant, but he shortly resigned to open his own office as consulting and structural engineer. See Story of Pittsburgh and Vicinity (Pittsburgh, 1908), p. 101-102. Information also obtained from S. J. Swensson, the engineer's son, resident (1970) in Pittsburgh.

47. Engineering News, 65:10 suppl., (March l911), p. 110; 65: 12 (March 23, 1911), p. 123; and 65:14 (April 4, 1911), p. 158.

48. Engineering News, 68:16 (October 17, 1912), p. 706-710.

Engineering and Contracting, XLI: 24 (June 17, 1914), p. 684-686

contains a complete description of the design features of the sub-structure with plates.

49. Engineering News, 68:16 (October, 17, 1912), p. 706-710 and

Pittsburgh Chronicle-Telegraph, August 9, l915.

5O. Engineering News, 68:16 (October 17, 1912), p. 706-710. Also

Engineering-and Contracting, XLI: 12 (March 25, 1912), p. 358-361

contains a complete engineering description, with plates, of the

steel spans.

S1. Pittsburgh Chronicle-Telegraph, August 9, 1915.

52. Ibid.

53. Engineering and Contracting, XLlI:9 (August 26, 1914) pp. 196-l98 and Sprauge, N. S., "Highways, Bridges of the City of Pittsburgh", Journal of the Engineer's Society of Pennsylvania, 6:11 (November, 1914), pp. 291-29i.

54. Ibid. Also Engineering News, 72:23 (December, 1914), pp. 1124-26.

55. This marks the first use of that name for the bridge. All previous news items had called it either the Union Bridge or the North Side Point Bridge.

56. Joseph Armstrong (1868-1931) who had been associated with the construction of the bridge became mayor in 1914. As Director of Public Works from 1909 to 1914, he helped initiate several important public improvements during that period of which the Manchester Bridge and the removal of the "Hump" on Grant's Hill, were the most important. Other equally important projects were carried out during his term as Allegheny County Commissioner in the 1920's. The Armstrong Tunnels, completed in 1927, were named for him. Charles W. Dahlinger (1858-1933), a Pittsburgh banker and lawyer, is chiefly remembered as a writer on local history.

57. "Ornamental Portals for Point Bridge", Engineering News, 76:26, (December 28, 1916), pp. 1242-1243.

58. Charles Keck (1875-1951) was one of that company of talented and competent sculptors of the Academic, Classical tradition who flourished in the late nineteenth and early twentieth centuries in America. Born in New York, he studied at the Art Students' League and the National Academy of Design. From 1893 to 1898 he was an assistant in the studio of Augustus Saint-Gaudens; although he was a student from 1900 to 1904 in the America Academy at Rome, he continued to receive criticism from Saint-Gaudens. He established a studio in New York on his return to the United States, where in the course of a long career he received commissions for many large monuments and sculptural adornments for public buildings. See Mantle Fielding, Dictionary of American Painters, Sculptors, and Engravers (addendum by James F. Carr) (New York, 1965), p. 484; E. Benezet, Dictionarire . . . des Pairtres, Sculpteurs, etc. (Paris, 1952) V. p. 224; Who's Who in American Art, I (1936-37), p. 231; and American Art Annual, 30 (1933), p. 582.

59. Both photographs of the model for the rejected stone portal and the approved new design are reproduced in Annual Report of the Art Commission, City of Pittsburgh, Pittsburgh, 1916, pp. 8-9. On page 7 photos of the models of the two bronze reliefs are shown. The report also states that the preliminary drawings and models were approved by the Commission on May 4, 1916, and the working drawings on October 9, of the same year.

60. Recorded on the bronze tablet mentioned in number 48.

61. Pittsburgh Post-Gazette, 12 April, 1959.

62. Charles M. Stotz, "Point State Part and the Fort Pitt Museum", Western Pennsylvania Historical Magazine, 52:3 (July, 1969), pp. 263-267.

63. Pittsburgh Sun-Telegraph, June 28, 1959.

64. Interview with George Richardson.

65. As was Theodore Cooper's third Sixth Street Bridge of 1893, the two through-truss spans of which were floated down the Ohio to Corapolis where they were installed in 1926. Even so the top chords of the trusses had to be dismantled to get the barges under the Manchester Bridge.

66. Pittsburgh Press, November 27, l958.

67. Pittsburgh Post-Gazette, May 22, 1964.

68, Pittsburgh Post-Gazette, AugUst 2, 1964.

69. Pittsburgh Press, June 27, 1927.

70. John Schurko, a local architect, suggested a 350-room motel and a museum atop the Point Bridge and he would like to have had a public library, an art gallery, a restaurant; and shops built on the Manchester (See Pittsburgh Post-Gazette, January 30, 1970). James Lesko, a local artist, wanted to turn the Manchester into a modern American Ponte Vecchi where pedestrians could shops and dine (See Pittsburgh Post-Gazette, 1 November, 1969). In 1967 a group of Pittsburgh artists, known as STL, had also to preserve the bridges for public use in connection with an expanded use of the Point facilities.

71. Coincident with the removal of the bridge ramps the Pittsburgh History and Landmarks Foundation undertook some archeological excavations in the historic Point area. After the steel and concrete has vanished, a number of artifacts were found. See Pittsburgh Post-Gazette, July 10, 1970.

72. Information from the Public Relations Office, Dravo Corporation, Pittsburgh.

73. Pittsburgh Press, July 13, 1970.

74. Pittsburgh Press and Post-Gazette, September 30, 1970.

75. Pittsburgh Press, 28 October, 1970.

76. The first Point Bridge, had been acquired by purchase in 1896, shortly before Brady Street was opened.

77. On authority of George S. Richardson, the Pittsburgh bridge engineer.

78. PittsbUrgh is essentially a collection of settlements in valleys among hills. Due to the extremely "broken" topography it has always been difficult here to lay out any large gridiron areas and thus "number" streets in the usual American manner. After the city had reached something of its present dimensions, in 1868, the short streets on the south bank of the Allegheny were numbered as far out as the '60's, but then the pattern disappears. Similarly on the flat alluvial plane of the South Side the streets were numbered but the pattern disappears in the '30's. To differentiate the South Side numbered streets from those along the Allegheny, the titles of the former have always been qualified by the word "South".

79. Soho Run has long since been covered over, but it still appears in the Hopkins Atlas of the City of Pittsburgh of 1872.

80. See the section on the South Side in James D. Van Trump, Arthur P. Ziegler, The Landmark Architecture of Allegheny County, Pittsburgh,

81. White and von Bernewitz, p. 32. The South Tenth Street Bridge has been replaced twice, once in 1903 and again in 1931.

82. Pittsburgh Press, March 22, 1896.

83. Engineering News, 31:15 p. 97; 31:15, p. 310; 31:16, p. 330. 31:19, p. 397 and 31:20, p. 417.

84. Edward M. Bigelow has already been noticed in this study in connection with the first Point Bridge. He was, as well, one of the moving spirits behind the erection of the Brady Street Bridge.

85. Engineering News 32:10; 32:20 p. 415; 32:22, p. 455.

86. Bulletin, 30:4, p. 7

87. The Story of Pittsburgh and Vicinity (Pittsburgh, 1908) p. 100.

88. There is another description of the work of the Schultz Bridge and Iron Company in the Pittsburgh Press, March 22, 1896, p. 17. The company was also contractor for the Schenley Park bridges of the City of Pittsburgh.:

89. Engineering News, 33:26, p. 204.

90. Pittsburgh Chronicle-Telegraph, March 25, 1896.

91. This description is contained in "The City's Bridges", Construction, I:12 (March 25, 1905), p. 22.

92. Tyrell, p. 334.

93. White and von Bernewitz, p. 38.

94. Industrial World, July 25, l910, p. 874.

95. Pittsburgh Post-Gazette, August 6, 1970.

96. Pittsburgh Press, October, 1969.

97. Pittsburgh Press, July 17, 1970.

1 : 2 : 3 : 4 : 5 : 6 : 7 : 8 : 9 : 10 : 11 : 12 : 13 : 14 : 15