MINNESOTA ARCHITECTURE - HISTORY INVENTORY FORM

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1 Identification Historic Name Northern Pacific Railway Bridge 9 Current Name Bridge / Minneapolis Bridge 7214 Field # Address NP over Mississippi River City/Twp Minneapolis County Hennepin Legal Desc. Twp 29 Range 24 Sec 24 QQ USGS Quad ST PAUL WEST UTM Zone 15N Datum NAD83 Easting Northing Property ID (PIN) SESW SHPO Inventory Number Review and Compliance Number Form (New or Updated) Updated Description Linear Feature? No HPC Status: Unknown Resource Type Structure Architect/Engineer Unknown Style No Style Construction Date 1886, 1924 Original Use Transportation Current Use Transportation Description The Northern Pacific Railway (NP) Bridge No. 9, later known by its Minnesota Department of Transportation (MnDOT) Inventory Number, first Bridge 99162, and now Bridge 94246, is located in Southeast Minneapolis, Hennepin County, Minnesota and spans the Mississippi River. Constructed in , it is a seven-span bridge with two Pratt deck truss main spans and deck plate girder approach spans. The current NP Bridge No. 9 replaced the original NP Bridge No. 9 (constructed in and located roughly 1,000 feet south of the current bridge). The bridge currently carries pedestrian traffic over the Mississippi River from 20th Avenue South on the west bank to East River Road on the east bank. The bridge has a northeast-southwest alignment and crosses the river at a right angle; the southern approach spans (Spans No. 5, 6, and 7) use an eight-degree curve to achieve this alignment. The total length of the bridge is 952 feet, and it is 28 feet in width. The substructure is comprised of two abutments and six piers, all of reinforced concrete construction. They are numbered one through eight, consecutively, from northeast to southwest. Abutment No. 1 is a U type concrete abutment that rests on a limestone foundation. Pier Nos. 2, 6, and 7 are reinforced concrete columns with mass concrete footings placed atop the sandstone bedrock. Pier Nos. 3, 4, and 5 consist of mass concrete columns and footings also resting atop the sandstone bedrock. Abutment No. 8 is a six-post, reinforced concrete tower buried by the embankment. This abutment rests partially on sandstone bedrock. The superstructure of the bridge is comprised of seven spans numbered one through seven, consecutively, from northeast to southwest. The two Pratt deck truss main spans (Spans 3 and 4) are from the original NP Bridge No. 9, while Spans No. 1, 2, 5, 6, and 7 were fabricated in 1922 and are deck plate girder approach spans of riveted steel construction. Span No. 1 has four lines of deck plate girders, is 87 feet long, and is on an eight degree curve. Span No. 2 has four lines of deck plate girders and is 84 feet long. Spans No. 3 and 4 are both eight-panel, steel Pratt deck trusses that are 249 feet in length. Each span is comprised of three parallel trusses. The outer trusses, floor beams, and stringers are from the original NP Bridge No. 9. The trusses are 42 feet wide and have approximately 30-foot panels which are 24 feet apart. The outside trusses are pin and eyebar connected, with steel rocker bents supporting the ends of the girder spans adjacent to the truss spans. The steel middle trusses in each span were added in 1922 to reinforce the original circa 1885 structure, and have riveted connections (NP Engineering Department 1925a:124). Each of the two main spans features four circa 1999 navigation lights. Span Nos. 5, 6, and 7 each have four lines of deck plate girders and are on an eight degree curve. Span No. 5 is 95 feet long, Span No. 6 is 94 feet long, and Span No. 7 is 94 feet long.

2 A number of features were added as part of a rehabilitation completed in They include the current bridge deck, which consists of concrete pavement on the two main spans of the original NP Bridge No. 9 and asphalt on the other five spans and the approach. Also added were painted rectangular tubular steel railings set into concrete pads extending the length of the bridge on each side. The railings have square posts, ornamental railing panels with square top and bottom rails, and square pickets. There are two square, horizontal railings below the panel and one above it. Approximately 16 painted metal light posts were also added. They are staggered along each side along of the bridge; 12 on the west side, 14 on the east. The lights are comprised of a slender standard with a gooseneck and a panhead fixture. Each light is approximately 15 feet tall. Two concrete endposts are located at each end of the bridge. The western endpost on the northeast end of the bridge features a bridge plate that reads City of Minneapolis Minnesota BR Built 1922 Remodeled A sheet-metal historic marker, mounted vertically on two metal posts, is located at the north end of the bridge. EVALUATION AND ANALYSIS Historical Context Railroads in Minnesota, Historical Narrative In 1885, the NP acquired right-of-way (ROW) so it could construct a railroad line from St. Anthony Junction, across the Mississippi River, to the Minneapolis milling district. On the east side of the river, the route ran just south of the University of Minnesota (University) campus, roughly two blocks north of Washington Avenue, and just south of what was then Arlington Street (Sanborn Map Company 1912; C.M. Foote and Company 1892; Egan 1903). By the following year, the line, including a new deck truss bridge over the Mississippi River, had been completed. The line was put into operation on June 1, 1886 (NP Engineering Department 1925b:1). This NP line was known as the St. Paul Division, 13th Subdivision, Line A (NP 1955:51). The original NP Bridge 9 over the Mississippi was a 995-foot long structure with a double-track deck. The bridge was comprised of two, 245-foot long deck truss spans on the east end and the rest of the bridge to the west consisted of a 750-foot viaduct comprised of alternating 30- and 60-foot deck truss spans; the 30-foot spans were tower spans, while the 60-foot spans were inverted A trusses with two panels of 30-feet each. The two main deck truss spans were single intersection Pratt deck trusses divided into eight panels. At the time the bridge was built, the panel length of approximately 30-feet in the main spans was believed to be greater than any truss built in the United States (Maltby 1903: ). The University began to expand southward in the late nineteenth century. During the early years of the twentieth century the University started to procure and develop property to the south of the NP tracks, meaning that the line now ran directly through campus. In addition, the intersection of University Avenue and Oak Street, which was where the line left campus to the east, had become a busy at-grade crossing where trains, streetcars, pedestrians, and other modes of transportation met, causing congestion and raising safety concerns (NP Engineering Department 1925b:1). By 1904, the City of Minneapolis was calling for a grade separation at this intersection. In addition to the NP, the Chicago, Milwaukee, St. Paul & Pacific Railroad (CM&StP) had an at-grade crossing close by at University and Washington Avenues. Therefore, if a grade separation was to be constructed for the NP line, the CM&StP would also need to create a grade-separated crossing at this intersection. However, the CM&StP would not agree to this grade separation and for several years the NP line remained unchanged. In 1908, the University Board of Regents called a meeting between the Minneapolis City Council, University representatives, and railway officials. At this time the Regents suggested that the issues of the rail line through campus and the grade separation at University Avenue and Oak Street be solved by rerouting the NP line entirely around the north edge of campus, crossing the Mississippi River on a new bridge, and reconnecting with existing track on the west side of the river. NP officials viewed this option as complicated and costly and, therefore, opposed it (NP Engineering Department 1925b:2). The City Council took no further action on the matter, so the Board of Regents brought the issue to the Minnesota Legislature (NP Engineering Department 1925b:3). In 1909, the Legislature passed S.F. No. 134 An Act to require the Northern Pacific Railway Company to cover its tracks through the campus of the University of Minnesota, and for other

3 purposes, which mandated that the NP, at its own expense, would cover its tracks through the campus of the University and make any grade changes as needed. It is unclear if the tracks were to be removed, simply paved over, or placed in a trench (grade separation) and covered. The responsibility of enforcing the act was placed on the Board of Regents of the University (Minnesota State Legislature 1909). For several years, lack of enforcement of the law by the Board of Regents, disagreements with the City of Minneapolis over grade separations, and subsequent refusal of the NP to comply once an agreement had been reached, stalled any action on relocation of the line. The issue was not taken up again until 1918 (NP Engineering Department 1925b: 3-4). At this time, a decision to cover the line through campus was nearly reached, when Frederick William Cappelen, City Engineer for the City of Minneapolis, proposed revisiting the idea of removing the tracks from campus and constructing a new line to the north of the campus. The Board of Regents proposed that the University would pay the excess costs associated with a realignment that exceeded the estimated cost of improving the existing line. The NP considered this offer, and during 1920, worked out several alternative alignments to reroute the line. On January 21, 1921, a meeting was held between University representatives, Cappelen, and the NP, during which an agreement for a new alignment was finally reached (NP Engineering Department 1925b:4-5). The University then requested that the Legislature approve a bill authorizing the University to enter into an agreement with the NP to relocate the line and provide an appropriation for its share of the cost. The act was passed in April of Throughout 1921, the University secured for the NP the necessary ROW for relocating the line, with the final agreement between the two parties being executed on February 23, Work on the new line was begun on May 23, 1922 (NP Engineering Department 1925b:6-7). The grade separation of the A Line was part of a larger pattern in Minneapolis that began in the late 1880s and continued into the early 1930s. This initiative largely came about through efforts of the Minneapolis City Council, which approved legislation to require railroads to create grade separations. The goal was to reduce congestion resulting from trains blocking multiple intersections for prolonged periods and to improve safety. The year 1922 marked the beginning of a multi-year program of grade separation in Minneapolis by the NP (Woodward-Clyde Consultants 1994:3-8). In addition to the grade separation effort on Line A, the NP s Line B also went through a process of grade separation in the 1920s. On June 30, 1922, the City Council of Minneapolis passed an ordinance directing the NP to elevate its tracks on Line B. The ordinance called for acceptance in 30 days, and work to begin in 30 days from the date of acceptance and to be completed in five years. The work involved raising two main tracks and connections with industry spur tracks over 13 intersecting streets in Northeast Minneapolis (NP Engineering Department No Date). In the planning for the relocation of the A Line, it was determined that the new Bridge 9 would be located at milepost (MP) 10, Station to , and was to be composed of seven double-track spans. The two main trusses were to be the Pratt, pin-connected trusses from the original Bridge 9. When these two trusses were moved to their new location, they were reinforced in the middle with new riveted trusses. Steel rocker bents which supported the ends of the girder spans adjacent to the truss spans were also added (NP Engineering Department 1925a:124). The reinforced trusses would allow a significantly greater carrying capacity; the original trusses were designed for a live load of 4,000 pounds per foot of each track, while the reinforced spans allowed up to two ton engines followed by 5,000 pounds per foot on each track (NP Engineering Department 1925c:22). Two lines of safety railing made from gas pipe were installed along each side and ran the full length of the bridge. The bridge featured a ballasted deck on reinforced-concrete slabs on all girder spans, and an open deck with walks on the truss spans (NP Engineering Department 1925a:124). The girder spans and rocker bents were fabricated by the American Bridge Company. Girder spans included six approximately 90-foot, two approximately 85-foot, and two approximately 80-foot deck plate girder spans for the single track. The truss spans were two approximately 245-foot long pin-connected Pratt deck trusses from the original Bridge 9, reinforced with two new trusses in the middle that were purchased from the American Bridge Company. Due to wear and corrosion, the two old spans were sent for remodeling and reboring of pin holes to the Minneapolis Steel and Machinery Company before they were installed in their new location (NP Engineering Department 1925a:156; NP Engineering Department 1925c:23).

4 Frankman Company was the contractor for the erection of the bridge in its new location (NP Engineering Department 1925c: 24). The erection of the truss spans began on August 17, The assembling of the main members of the west span was completed October 6, 1923 and the east span December 1, Riveting of the truss spans was started October 15 and completed December 22, 1923 (NP Engineering Department 1925c:25). Painting of the superstructure was done under contract with A. Gerske of Chicago. It began on May 20, 1924 and was completed on June 15, 1924 (NP Engineering Department 1925c:26). The new NP double track route, known as the University Line Change, was completed on December 2, Operation of regular trains over the new line began on February 14, 1925 (NP Engineering Department 1925b:6-7; NP Engineering Department 1925d). It is unknown exactly when the NP ceased operating trains over the line and the bridge, but by 1981 one of the tracks had been removed, and the remaining track was no longer in service (Shirole 1981). At that time, the Burlington Northern (BN), which was formed in 1970 by a merger of the NP; the Great Northern Railway (GN); the Chicago, Burlington, and Quincy Railroad; and the Spokane, Portland & Seattle Railway, proposed to transfer the bridge to the City of Minneapolis. The bridge was found to need major maintenance, and the City s Department of Public Works estimated the cost of repairs needed to maintain the soundness of the structure at $750,000. Alternatives for future use were identified, including vehicular and pedestrian, pedestrian and bikeway, pedestrian and light rail transit (LRT), and LRT. The Department of Public Works opined that if the City accepted responsibility for the bridge, it would prove a major liability for the City for many years (Shirole 1981). Therefore, transfer of the bridge from the BN to the City did not take place at this time. In 1986, the City of Minneapolis was working with General Mills to provide access to the company s elevators along the Mississippi riverfront from the south, via the NP line, rather than from the north via the GN line. This would have necessitated reactivation of Bridge 9 (Letter from Kathy O Brien, Council Member, Ward 2 to Cedar Riverside Pac, West Band CDC, Perry Smith, August 8, 1986). Although the line and the bridge were ultimately not reactivated, in 1987, BN sold Bridge 9 to the City of Minneapolis (Letter from Wayne J. Parsons, PE to Roger Wiebush, Bridge Administrator, Coast Guard, personal communication, 1988). The bridge appears to have remained idle until it was rehabilitated in In June of 2000, the City of Minneapolis reopened Bridge 9 as a pedestrian bridge (MnDOT 2012; Brandt 2000). Since that time, several of the piers have been stabilized and repaired with new concrete shells. Significance In 1994, NP Bridge 9 was determined eligible for the NRHP under Criterion A, in the area of Community Planning and Development, for its association with events that contributed to the broad pattern of history in the development of Minneapolis. The bridge is an intact example of the NP s effort to separate grade crossings on its tracks throughout the city, thereby providing greater safety for the trains and for pedestrian and vehicle traffic (Woodward-Clyde Consultants 1994:5-1; Letter from Britta Bloomberg to Joseph Hudak, November 1, 1994). The 1994 study also states that the bridge is significant under Criterion C for its design and construction as a pin and eyebar deck truss bridge, which utilized trusses, floorbeams, and stringers from the 1886 bridge that the new NP Bridge 9 replaced (Woodward-Clyde Consultants 1994:5-1). Both of the original, 1886 trusses was strengthened with a new riveted middle truss. Steel rocker bents which supported the ends of the girder spans adjacent to the truss spans were also added. This method of reinforcement greatly increased the carrying capacity of the bridge (NP Engineering Department 1925c:22). Within the Railroads in Minnesota, Multiple Property Documentation Form (Railroads in Minnesota MPDF) states that a railroad bridge can be eligible for the National Register of Historic Places (NRHP) under Criterion C in the area of Engineering if it employed experimental or innovative elaborations of contemporary engineering practice to meet unusual or extreme site conditions (Schmidt et al 2007:F225). When the original NP Bridge 9 was built in 1886, the size of the crossing and the length of the structure required to bridge is presented a unique engineering challenge. The design solution was to utilize 30-foot long panels in the main span. At the time, the panel length was believed to be greater than any truss built in the United

5 States at that time. Moreover, the reuse and reinforcement of the two 1885 deck truss spans in the new NP Bridge 9 is an example of an innovative elaboration of contemporary engineering practice to meet an unusual condition, in this instance to allow the reuse of an existing, outdated structure that lacked the structural capacity to meet the current needs of the day. As such, NP Bridge 9 is significant under Criterion C in the area of Engineering, under Registration Requirement 17, both for the design of its original, 1886 trusses, and also for the innovation of its reengineering as completed in The Railroads in Minnesota MPDF also states that the Iron and Steel Bridges in Minnesota Multiple Property Documentation Form (MPDF) may be used as a basis for evaluating the significance of railroad bridges (Schmidt et al 2007:F223). Registration Requirement 9 of the Iron and Steel Bridges in Minnesota MPDF states that deck truss bridge can be eligible for the NRHP under Criterion C in the area of Engineering as such bridges are very rare and represent a design solution to an unusual site condition (Quivik and Martin 1988:F-9). Registration Requirement 12 states that bridges can be eligible if they exhibits exceptional engineering skill to meet unusual site conditions (Quivik and Martin 1988:F-10). In Minneapolis, the Mississippi River cuts a deep gorge through the city, a geography that is especially compatible with deck truss bridges (Gardner 2008:68-71). NP Bridge 9 meets the design characteristics of a deck truss bridge, as defined in Registration Requirements 9 and 12 of the Iron and Steel Bridges in Minnesota MPDF for its unique design solution as previously described. As such, NP Bridge 9 is significant under NRHP Criterion C, in the area of Engineering, as an important type and variation of type, within the historic context Historic Iron and Steel Bridges in Minnesota, , for both its original, 1886 deck truss design, and the innovative modification made to it as completed in The periods of significance for the bridge within both historic contexts are 1886 and The year 1886 corresponds with the date the original NP Bridge 9 was completed. The year 1924 corresponds with the year the current NP Bridge 9 opened in its new location. Integrity - The NP Bridge 9 that was constructed in 1886 was removed from its original location and portions of the structure were incorporated into the new NP Bridge 9 that opened in According to the registration requirements found in the Iron and Steel Bridges in Minnesota MPDF, bridges that are significant under Criterion C within the historic context Iron and Steel Bridges in Minnesota, can be relocated provided they retain integrity of setting, i.e. they should still span a channel or body of water, railroad tracks, or some other barrier to vehicular travel (Quivik and Martin 1988:F-8). NP Bridge 9 was moved 1,000 feet upstream on the Mississippi River and thus retains its integrity of setting. When the bridge was moved in 1924, both of the original, 1886 trusses were reinforced with the addition of new intermediate with the original trusses. These additions slightly affect the integrity of the original design and workmanship of the 1886 structure. However, the primary significant engineering features of the 1886 bridge were the pin and eyebar deck truss design, and the 30-foot panel lengths, which was unheralded in These significant features are still intact, still functioning, and visually prominent within the present structure. As such, the 1886 trusses retain sufficient integrity of design, materials, and workmanship to convey their engineering significance from the period The bridge also retains integrity of association with the NP and its feeling as a crossing over the Mississippi River. As a whole, the 1886 trusses that are integrated the current NP Bridge 9 Bridge retain sufficient integrity form the period 1886 to convey their historic significance form this period. The NP Bridge 9 that was constructed between 1922 and 1924, reusing the original crossing s 1886 trusses, remains in its original location and retains its setting within the Mississippi River Valley. It also retains its use as a crossing of the Mississippi River in Minneapolis. Although the tracks were removed from the bridge and railroad corridor in 1999, and the grade paved for use as a major river crossing for a pedestrian/bicycle trail, the bridge maintains its sense of function and destination. Therefore, the bridge retains its integrity of location and setting. The two circa 1885 pin-connected, deck trusses from the original NP Bridge 9 were reinforced and then installed in their present location in They were reinforced by adding riveted center deck trusses to the original pin-connected deck trusses. The necessity of strengthening the bridge to carry greater loads reflects the ongoing use of these trusses and embodies the unique engineering solution that allowed them to be reused in the structure opened in As such, these features do not diminish its integrity of design, materials, or workmanship, but rather contribute to the bridge s integrity of design from its 1924 period of significance. The removal of the railroad tracks and ties and the subsequent paving of the bridge deck in 1999, as well as the addition of ornamental features such as modern railings and lights at this time, minimally affect the bridge s integrity of design, materials, and workmanship. More recent repairs ( ) to

6 Pier 4, which included stabilizing the pier by placing a reinforced-concrete shell around the shaft and cap of the existing pier, underpinning it with new foundation elements, and repairing the bridge seat concrete under the bearings, were evaluated by the Minnesota SHPO. The Minnesota SHPO determined that this work did not alter the appearance of the pier and, therefore, met the Secretary of the Interior s Standards for Rehabilitation. The City of Minneapolis is also planning to perform repair and stabilization work to Pier 3, similar to the work done for Pier 4 (Letter from Kristen Zschomler, MnDOT to Mary Anne Heidemann, Minnesota SHPO, personal communication, 2012; Letter from Mary Anne Heidemann, Minnesota SHPO to Kristen Zschomler, MnDOT, personal communication, 2012; Letter from Kristen Zschomler, MnDOT to Kelly Gragg-Johnson, Minnesota SHPO, personal communication, 2013; Letter from Barbara Howard, Minnesota SHPO to Kristen Zschomler, MnDOT, personal communication, 2013). As such, these repairs do not diminish the bridge s integrity of design, materials, or workmanship. Correspondingly, the bridge retains its integrity of feeling and association. Overall, the bridge retains sufficient integrity from its completion in 1924 to convey its historic significance. Recommendation In 1994, NP Bridge 9 was determined eligible for the NRHP under Criterion A in the area of Community Planning and Development for its association with events that contributed to the broad pattern of history in the development of Minneapolis. The bridge was also determined eligible under Criterion C, in the area of Engineering, for its unique design and construction as a pin and eyebar deck truss bridge which utilizes trusses, floorbeams, and stringers from the 1886 NP Bridge 9 that were strengthened with a new riveted middle truss in 1924 (Woodward-Clyde Consultants 1994:5-1; Letter from Britta Bloomberg to Joseph Hudak, November 1, 1994). Within the Railroads in Minnesota MPDF, NP Bridge 9 is an example of the NP s efforts to grade separate their railroad crossings, and thereby contributes to the development of Minneapolis. The engineering embodied in the 1886 trusses and in the 1924 structure that includes augmentations to the original trusses, is an outstanding example of a bridge that employed experimental or innovative elaborations of contemporary engineering practice to meet unusual or extreme site conditions (Schmidt et al 2007:F225). As such, NP Bridge 9 is recommended as still eligible for the NRHP under Criterion C, in the area of Engineering, as a distinctive method of construction, for its significance as an intact example of an innovative engineering practice applied to a metal truss bridge under Registration Requirement 17 within the Railroads in Minnesota MPDF. The recommended periods of significance of the bridge within the Railroads in Minnesota MPDF is 1886 and 1924, corresponding with the completion of the main trusses and their relocation and augmentation to create a new crossing of the Mississippi River in NP Bridge 9 meets the design characteristics of a deck truss bridge, as defined in Registration Requirements 9 and 12 of the Iron and Steel Bridges in Minnesota MPDF for its unique design solution. As such, within the historic context Historic Iron and Steel Bridges in Minnesota, , NP Bridge 9 is significant under Criterion C in the area of Engineering, as an important type, as an intact example of a deck truss bridge that represents a unique design solution to an unusual site condition for both its 1886 and present 1924 locations. As such, the bridge is recommended as still eligible for the NRHP under Requirements 9 and 12 of the Iron and Steel Bridges in Minnesota MPDF with the periods 1886 and 1924, which corresponds with the completion of the main trusses and their relocation and augmentation to create a new crossing of the Mississippi River in Sources Brandt, Steve 2000 New crossing helps bikes, pedestrians reach U, downtown. Minneapolis Star Tribune 7 June:2B. Minneapolis, Minnesota. C.M. Foote & Company 1892 City of Minneapolis, Plate 37. Electronic document, accessed July 22, Egan, James E Atlas of the City of Minneapolis, Plate 33. Electronic document,

7 accessed August 1, Gardner, Denis P Wood, Concrete, Stone, and Steel. University of Minnesota Press, Minneapolis, Minnesota. Northern Pacific Railway Company [NP] 1955 Northern Pacific Railway Pocket Bridge List. Electronic document, Division Bridge Book, accessed August 9, Northern Pacific Railway Company [NP] Engineering Department 1925a Mississippi River Br. #9, I.C.C. Account No. 6, Bridges, Trestles, and Culverts. On file at the Minnesota Historical Society, St. Paul, Minnesota. 1925b University Line Change: Report of the Chief Engineer. On file at the Minnesota Historical Society, St. Paul, Minnesota. 1925c University line Change: Report of Assistant Engineer. On file at the Minnesota Historical Society, St. Paul, Minnesota. 1925d University Line Change Track Plans. On file at the Minnesota Historical Society, St. Paul, Minnesota. N.d. Grade Separation: Johnson Street at Line B and Pocket Yard Line. On file at the Minnesota Historical Society, St. Paul, Minnesota. Minnesota Department of Transportation [MnDOT] 2012 MnDOT Bridge Inspection Report Bridge Minnesota Department of Transportation, St. Paul, Minnesota. Minnesota State Legislature 1909 Laws of Minnesota 1909, Chapter 302. Electronic document, accessed July 25, Sanborn Map Company 1912 Insurance Map of Minneapolis, Minnesota. Sanborn Map Company, New York, New York. Schmidt, Andrew J., Daniel R. Pratt, Andrea C. Vermeer, and Betsy H. Bradley 2007 National Register of Historic Places Multiple Property Documentation Form: Railroads in Minnesota, Prepared by Summit Envirosolutions, Inc. and ARCH3, LLC. On file at the State Historic Preservation Office, St. Paul, Minnesota. Shirole, A.M., PE 1981 Burlington Northern Railroad s Bridge No. 9 Over Mississippi, City of Minneapolis Department of Public Works, Minneapolis, Minnesota. Quivik, Fredric L. and Dale L. Martin 1988 National Register of Historic Places Multiple Property Documentation Form: Iron and Steel Bridges in Minnesota. Prepared by Fredric L. Quivik and Dale L. Martin. On file at the State Historic Preservation Office, St. Paul, Minnesota. Woodward-Clyde Consultants 1994 Evaluation of Bridges and as Potential Historic Structures in (Final Report). Prepared by Marcia Ohlhausen. On file at the State Historic Preservation Office, St. Paul, Minnesota.

8 Consultant's Recommendation of Eligibility Eligible - Individual Prepared By Greg Mathis The 106 Group Ltd. Date Surveyed 7/15/2013

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