MINNESOTA ARCHITECTURE - HISTORY INVENTORY FORM
Project: Local Historic Bridge Study - Phase II St. Paul, Ramsey County, Minnesota
Identification SHPO Inventory Number RA-SPC-7131 Historic Name Bridge L8789 / Island Canal Bridge Review and Compliance Number Current Name Bridge L8789 Form (New or Updated) Updated Field # Description Address N/A Pedestrian Bridge over Lake Phalen South Channel Linear Feature? No City/Twp St. Paul HPC Status: Potential
County Ramsey Resource Type Structure Architect/Engineer St. Paul Foundary Co. Legal Desc. Twp 29 Range 22 Sec 21 QQ NENW Style No Style USGS Quad ST. PAUL EAST Construction Date 1906 UTM Zone 15N Datum NAD83 Easting 495447 Northing 4981888 Original Use Transportation Property ID (PIN) Current Use Transportation
Description Bridge L8789, also known as the Island Canal Bridge, is a Bedstead pony truss bridge located in Phalen Park in Saint Paul, Ramsey County, Minnesota. Constructed in 1906, the bridge consists of a Bedstead pony truss main span and a steel stringer approach span at each end. It has an overall structure length of 92 feet 6 inches and an overall width of 29 feet 10 inches. Aligned in a northwest to southeast orientation, the bridge carries a two-lane pedestrian trail that circles Lake Phalen over the South Channel (formerly Island Canal), at the inlet to the lake.
Phalen Park is roughly bounded by Arcade and Forest Streets to the west; East Shore Drive to the east; Frost Avenue to the north; and Jessamine Avenue to the south. The park also connects to Keller Regional Park to the north and Johnson Parkway to the south. Lake Phalen is primarily located along the east edge of the park. Round Lake is also located in the park, west of Lake Phalen. Southeast of the bridge, the trail leads to a modestly wooded area with deciduous trees, other paved trails, a small playground, concrete picnic tables, and a picnic pavilion. To the northwest of the bridge is a wooded area with deciduous trees and trails. The embankments on either side of the bridge are covered with a combination of small deciduous trees, grasses, and packed earth. Under the approach spans, the embankments consist of packed earth with randomly placed stones.
The substructure of Bridge L8789 consists of reinforced-concrete abutments and wingwalls at both ends of the bridge, and four pier footings. The abutments and wingwalls were replaced in-kind as part of the 1992 rehabilitation.. The four vertical posts of the Bedstead truss also act as part of the substructure. The posts rest on metal spacers anchored to the tapered concrete piers. Under the deck at each end of the main span, there is a four-panel end truss that runs transversely between the end posts of the Bedstead trusses. The top chords of the end trusses were modified in 1992 to accommodate the current deck.
The superstructure of the bridge consists of three spans: a 60-foot long, four-panel, Bedstead pony truss main span with vertical end posts, and a 16-foot long approach span on each end. The laced trusses are riveted and bolted steel. "Cambria" is stamped in the steel on the top chord of the truss. The lower and top chords of the trusses are connected to the laced vertical posts and diagonals by gusset plates. At each end, the lower chord curves downward and connects to the end post at the reinforced concrete pier footings. Smaller diagonals are located at the end panels, between the lower chord and the support stringers. Three rolled I-beam transverse floor beams are located under the bridge. Atop the floor beams there are concrete pedestals that support six I-beam stringers that carry the deck, both of these features date from 1992. The floor beams are connected by steel lateral cross-braces. The two approach spans are steel stringer spans that consist of six rolled steel stringers. Modillions (ornamental curved steel brackets) are located under the interior ends of the approach spans, attached to the vertical endposts of the Bedstead truss. The bridge has a 7-inch thick, cast-in-place concrete deck with integral curbs that was placed in 1992. An approximately 3-foot-tall railing comprised of square tube steel posts and latticed metal railing panels extends the length of the
RA-SPC-7131 MINNESOTA ARCHITECTURE - HISTORY INVENTORY FORM
Project: Local Historic Bridge Study - Phase II St. Paul, Ramsey County, Minnesota southeast side of the bridge. On the southwest side of the bridge, a matching railing extends the length of the approaches on either side of the Bedstead truss, while an approximately 1-foot-6-inch-tall, W-pattern, hub railing extends along the inside of the Bedstead truss. Several segments of the railing panels are original to the bridge and several segments of the railing were replaced in-kind in 1992. Original railings include those on the east and west Bedstead truss, both sides of the north approach panel, and the east side of the south approach panel. New, non-historic railings that were added in 1992 include those railings on both sides of the north and south approach spans and on the west side of the south approach panel. A dedication plaque is located at the southeast end of the bridge, on the northeast railing. The plaque reads, “Dedicated in the memory of City Councilmember Karl Neid a life-long East Sider who considered the East Side his neighborhood and Saint Paul his town. October 14, 1992 Bridge No. L8789 Built in 1906 Rehabilitated in 1992.”
EVALUATION AND ANALYSIS
Historical Context Historic Iron and Steel Bridges in Minnesota, 1873-1945 Historical Narrative Built in 1906, Bridge L8789 is located in Phalen Park, on the west bank of Lake Phalen. The bridge carries a pedestrian trail over the South Channel, originally referred to as the Island Canal (St. Paul Board of Park Commissioners 1906a; St. Paul Board of Park Commissioners 1906b). The first parks in St. Paul were public squares given to the City by St. Paul citizens in the late 1840s (Saint Paul City Planning 1976:7; Schmidt 2002:44). In 1872, Horace W. S. Cleveland, who was then planning the Minneapolis park system, addressed the St. Paul Chamber of Commerce. Cleveland urged them to acquire parkland, suggested potential locations for parks and other amenities, and recommended that the City set aside land for public parks (Schmidt 2002:44). The concept for the St. Paul park system was developed by Cleveland in a series of recommendations and plans created between 1872 and 1888 (Saint Paul City Planning 1976:7). After the creation of the Board of Park Commissioners in 1887, the park system received an increased level of improvements (Saint Paul City Planning 1976:7; Schmidt 2002:45). Como Park (1873) and Phalen Park (1894) were the first major recreational sites developed in St. Paul. Also, beginning in the 1880s, parks became more integrated into the design and planning of residential development (Zellie and Peterson 2001:8-9). In the early twentieth century a greater emphasis began to be placed on the development of playgrounds and recreational activities. As a result, the Bureau of Parks(Board of Park Commissions) became a part of the newly created Department of Parks, Playgrounds, and Public Buildings in the mid-1910s (Schmidt 2002:55). The acquisition of several large parks during this period made the development of playgrounds and recreational opportunities possible. Large parks acquired between 1900 and 1935 include Harriet Island, Battle Creek, Highland, Hidden Falls, and Shadow Falls Parks (Saint Paul City Planning 1976:10).
Phalen Park was laid out by civil engineers Haley and Newell in 1887 (Zellie and Peterson 2001:12). The park is named after Edward Phelan, an early settler in the Phalen Park area (Saint Paul Parks and Recreation 2000:2). The land for Phalen Park was incrementally acquired by the City of Saint Paul through condemnation efforts beginning in 1894 (Peabody 1915:619). The park land was largely acquired by 1895, but land continued to be acquired into the twentieth century (Zellie and Peterson 2001:8-9; Peabody 1915:619). Phalen Park continued to grow and change into the twentieth century, allowing for a beach house, a golf course, and other amenities to be added to the park. The park became popular and was the eastern terminus of Dale-Phalen streetcar line (Diers and Isaacs 2007). In 1955, amenities included an 18-hole golf course, bathing beach, boats rentals, picnic facilities, ball fields, a skating rink, tennis courts, and playgrounds (City of Saint Paul 1955). Today, Phalen Park includes an 18-hole golf course and driving range; the Phalen Recreation Center; a beach and beach house; a boat launch; a covered picnic area; a picnic pavilion; multiple picnic tables; an amphitheater; multiple fishing piers; restrooms; playgrounds; baseball and softball fields; sand volleyball; an ice rink; and trails (City of Saint Paul 2013a; City of Saint Paul 2013b).
Bridge L8789 was constructed in 1906 to provide a crossing over Island Canal (St. Paul Board of Park Commissioners 1906a; Board of Park Commissioners 1906b). The bridge was one of the few improvement projects completed within Phalen Park in 1906 (Board of Park Commissioners 1906b). At a meeting on May 7, 1906, the St. Paul Board of Park Commissioners awarded a contract to the St. Paul Foundry Company to construct the bridge (Saint Paul Board of Park Commissioners 1906a:380; Saint
RA-SPC-7131 MINNESOTA ARCHITECTURE - HISTORY INVENTORY FORM
Project: Local Historic Bridge Study - Phase II St. Paul, Ramsey County, Minnesota
Paul Department of Parks, Playgrounds and Public Buildings 1919:30). The bridge, originally built for vehicular use, cost $4,521.00 to construct (Saint Paul Department of Parks, Playgrounds and Public Buildings 1919:30). However, according to the “1906 Board of Commissioners Annual Report,” the bridge was of a “temporary character” (Saint Paul Board of Park Commissioners 1906b:10).
Bridge L8789 was fabricated by the St. Paul Foundry Company, which was one of three main Minnesota bridge fabricating companies in Minnesota during the late nineteenth and early twentieth century (Quivik and Martin 1988:F-7). Established in 1863, by C. N. Parker and H. W. Topping, the company had a plant at Como Avenue and Mackubin Street in St. Paul. The foundry’s main products were repair parts for the Great Northern Railway and the Northern Pacific Railway, and their predecessor lines. The company later began producing other goods, such as construction steel (McClure 2013; Minnesota Historical Society 2013). In addition to being industrialists, C. N. Parker and H. W. Topping were civic leaders. Topping served on the St. Paul City Council and chaired the City’s Park Board. The company was incorporated in 1883. After 1883, the company changed owners several times. The company was renamed the St. Paul Engineering and Manufacturing Company in the 1940s, and was acquired by the Maxson Steel Corporation in the 1960s. The plant closed in the 1980s (McClure 2013).
The steel used for the construction of Bridge L8789 was produced by Cambria. The Cambria Iron Company of Johnstown, Pennsylvania was founded in 1852, and was one of the earliest steel companies in the United States. The company became one of the largest producers of railroad rails in the country. The company was reorganized and became the Cambria Steel Company in 1898. The company was purchased by the Midvale Steel & Ordnance Company in 1916. Midvale Steel then sold the company to the Bethlehem Steel Company in 1923. The Bethlehem Steel closed its Johnstown plants in 1992 (Quivik and Martin 1988:E-14; Johnstown Area Heritage Association 2013).
Other than routine maintenance, little work appears to have been done on the bridge after it was completed, and it remained relatively altered for nearly 85 years. However, years of heavy vehicular traffic with loadings above those anticipated in the original design led to the deterioration and eventual closure of the “temporary” bridge, although the exact date is not known (Roise 1991:1-2). Due to the poor condition of the bridge, the City of Saint Paul initially considered replacing it with a “jazzed- up” culvert, but “the St. Paul Park Board decided that the picturesque site demanded an equally picturesque bridge” (Roise 1991:1-2). When the St. Paul Engineering Department determined that it would be cheaper to renovate the historic bridge than to build a new one, the City made the decision to rehabilitate it in 1991. Rehabilitation plans were prepared by the engineering firm of Howard Needles Tammen & Bergendoff in 1991-1992 (Roise 1991:1-2).
Bridge L8789 was rehabilitated in 1992 at an estimated cost of $250,000 and appears to have been performed in accordance with “The Secretary of the Interior's Standards for the Treatment of Historic Properties” (SOI’s Standards) (Roise 1991:2; NPS 1997). As part of the rehabilitation, the deck was replaced and deteriorated steel members were repaired, replaced, or reinforced. Steel work mainly consisted of gusset plates that were replaced or retrofitted to strengthen the structure. The top chords of the end trusses were also retrofitted with new elements to accommodate the revised geometry of the new deck. Some unsound rivets, as well as those where beams or gusset plates were replaced, were also replaced with bolts. The original deck was a flat, timber deck overlaid with asphalt, resting on steel stringers mounted on top of the floorbeams and end trusses. The replacement deck is a 7 inch thick concrete slab with integral curbs that is peaked along the centerline of the structure to provide drainage. This deck rests on steel stringers mounted on new concrete pedestals anchored to the tops of the floorbeams and end trusses. As a result, the current deck is a few inches higher than the original. The abutments and wingwalls appear to have been replaced in-kind with new material, with the rusticated block detailing replicated in the new material. The ground line at the base of the abutments has also been lowered, either due to erosion or as part of the 1992 rehabilitation, so slightly more of the abutments are now Weep holes were also added to the abutments, and a concrete curb was added to the top of the wingwalls to account for the higher elevation of the new deck. Deteriorated railing panels were repaired and severely deteriorated panels were replaced in-kind. Since its rehabilitation, Bridge L8789 is now only open to pedestrian and bicycle traffic.
Bridge L8789 is an example of a Bedstead truss, which is a rare type of truss bridge that was built predominately between 1890 and 1915. A Bedstead truss is a variant of the Pratt truss, where the end posts are vertical and extend down below the bottom chord and are attached directly to the foundation, so they act as part of the substructure. They also usually used pin connections.
RA-SPC-7131 MINNESOTA ARCHITECTURE - HISTORY INVENTORY FORM
Project: Local Historic Bridge Study - Phase II St. Paul, Ramsey County, Minnesota
The Bedstead truss was an economical design as it eliminated the need for substantial abutments and was marketed to local governments. However, the Bedstead truss has some inherent flaws. They are prone to structural problems due to the way the forces act on the bridge vertical endposts. They were also susceptible to flooding due to the ends of the superstructure extending below the bottom chord (archINFROM 2013; Tennessee Department of Transportation 2013).
Significance Bridge L8789 has been previously determined individually eligible for listing in the NRHP under Criterion C within the historic context “Historic Iron and Steel Bridges in Minnesota, 1873-1945” as a rare example of a Bedstead truss in Minnesota (Quivik 1988). By 1880, the Pratt through-truss was the standard structural type used for long span bridges in Minnesota. After 1911, it was superseded in popularity by the Warren truss, which became the most widely used truss in the state (Quivik and Martin 1988:F-6). The Bedstead truss was an important design experiment within the evolution of bridge design. It was a derivative of the Pratt truss and was intended for use on spans between 30 and 100 feet in length. However, the Bedstead truss was rarely constructed as it was discovered that there were some inherent structural problems with its design, but the type was at least briefly popular with local governments (HAER 1976; Quivik and Martin 1988:F-6). Bridge L8789 was built prior to 1911, when Pratt trusses were the prevailing truss design for bridges in Minnesota (HAER 1976). According to Registration Requirement 7 found in the “Iron and Steel Bridge in Minnesota Multiple Property Documentation Form (MPDF)”, through- truss bridges from this period that utilize other truss designs “are very rare and represent an important design experiment or design solution to an unusual problem” (Quivik and Martin 1988:F-9). As a rare example of a Bedstead truss in Minnesota, Bridge L8789 meets Registration Requirement 7, as an example of “A Pony Truss Bridge Which Is not a Pratt or Warren Truss” (Quivik and Martin 1988:F-9).
Additionally, Bridge L8789 meets Registration Requirement 4, as a bridge “Built by an Important Minnesota Bridge Fabricator” (Quivik and Martin 1988:F-9). The “Iron and Steel Bridges in Minnesota MPDF” states that “several engineers, fabricators, and contractors are important to the history of Minnesota bridge building; therefore, bridges associated with them have significance” (Quivik and Martin 1988:F-7). Among the fabricators identified is the St. Paul Foundry Company, which was one of the most important late-nineteenth and early twentieth-century bridge fabricators headquartered in Minnesota (Quivik and Martin 1988:F-7). Bridge L8789 is an outstanding example of the work of the St. Paul Foundry Company, and therefore, has significance under Registration Requirement 4, for its association with the foundry. The bridge has a period of significance of 1906, corresponding with the year it was constructed. Integrity - Bridge L8789 remains in its original location and retains its historic setting within Phalen Park. The bridge retains its historic use as a crossing over Island Canal on the west side of Lake Phalen, although it is now only open to pedestrian traffic, whereas the bridge was originally used as a vehicular crossing. The registration requirements in the “Iron and Steel Bridges in Minnesota MPDF” stipulate that, “in order to be eligible for the National Register, the superstructure itself must be in substantially original condition, including the connections and the composition and configuration of individual composite members. Because the superstructure is the most important features of bridges in the property type, neither an original substructure nor an original deck and guardrail system are necessary for the bridge to be eligible (although these original components may add to the significance of the bridge)” (Quivik and Martin 1988:F8). Bridge L8789 was rehabilitated in 1992, in accordance with the “SOI’s Standards.” The deteriorated concrete abutments and wingwalls were replaced in-kind, including the rustication; deteriorated structural members of the truss were repaired and severely deteriorated ones replaced in-kind; gusset plate were repaired/replaced in-kind and a few strengthened; and the deck was replaced. Additionally, some unsound rivets and those where structural members were repaired/replaced, were replaced with button head bolts; however, most of the original rivets remain in place. As the structure was largely repaired in-kind, the rehabilitation did not change the design of the structure as a Bedstead truss. Therefore, the primary element of the superstructure, the pony Bedstead truss retains the integrity of its original design. While some deteriorated elements of the bridge were either rehabilitated or replaced in-kind, the vast majority of the material comprising the truss is original, so the truss retains sufficient integrity of material and workmanship to convey its significance. Therefore, Bridge L8789 retains its integrity of design, materials, and workmanship. As the bridge retains its integrity of location, setting, design, workmanship, and materials, Bridge L8789 retains its integrity of feeling and association. Therefore, Bridge L8789 retains sufficient integrity to convey its historical significance.
RA-SPC-7131 MINNESOTA ARCHITECTURE - HISTORY INVENTORY FORM
Project: Local Historic Bridge Study - Phase II St. Paul, Ramsey County, Minnesota
Recommendation Bridge L8789 has been previously determined eligible for the NRHP under Criterion C within the historic context “Historic Iron and Steel Bridges in Minnesota, 1873-1945.” As a rare example of a pony Bedstead truss bridge in Minnesota. The bridge meets Registration Requirement 7 of the “Iron and Steel Bridges in Minnesota MPDF,” as an example of “A Pony Truss Bridge which is not a Pratt or Warren Truss” (Quivik and Martin 1988:F-9). Bridge L8789 was constructed by the St. Paul Foundry Company, which was one of the most important late-nineteenth and early twentieth-century bridge fabricators headquartered in Minnesota. As such, it also meets Registration Requirement 4, as an example of a bridge “Built by an Important Bridge Fabricator” (Quivik and Martin 1988:F-9). The bridge retains sufficient historic integrity to convey its historical significance under Criterion C as a Bedstead truss and also its association with the St. Paul Foundry. Therefore, Bridge L8789 is recommended as eligible for listing in the NRHP under Criterion C in the area Engineering, as an important type, within the historic context “Historic Iron and Steel Bridges in Minnesota, 1873-1945.” The recommended period of significance is 1906, corresponding with the year the bridge was built. Sources archINFORM 2013 Bedstead Truss. Electronic document, http://eng.archinform.net/stich/2702.htm, accessed September 16, 2013.
City of Saint Paul c. 1910 Historic Photograph of Bridge L8789. On file at the City of St. Paul, St. Paul, Minnesota.
1955 Park and Recreation Facilities. On file in the Minnesota Historical Society Pamphlet Collection, St. Paul, Minnesota.
2013a Phalen Park. Electronic document, http://www.stpaul.gov/facilities.aspx?page=detail&RID=81, accessed September 11, 2013.
2013b Maps. Electronic document, http://www.stpaul.gov/DocumentCenter/Home/View/6402, accessed September 11, 2013.
Diers, John W. and Aaron Isaacs 2007 Twin Cities by Trolley: the Streetcar Era in Minneapolis and St. Paul. University of Minnesota Press, Minneapolis, Minnesota.
Historic American Engineering Record (HAER) 1976 Trusses: A Study by the Historic American Engineering Record. National Park Service, Washington D.C.
Johnstown Area Heritage Association 2013 History of Steelmaking in Johnstown. Electronic document, http://www.webcitation.org/5mexvukpc, accessed September 16, 2013.
May, Clyde R. 1930 Report of the Department of Parks, Playgrounds, and Public Buildings. The City of Saint Paul, St. Paul, Minnesota.
McClure, Jane 2013 Saint Paul Foundry. Electronic document, http://saintpaulhistorical.com/items/show/60#.UjcbMj9ARp4, accessed September 16, 2013.
Minnesota Department of Transportation [MnDOT] 2012 Mn/DOT Structure Inventory Report, Bridge ID:L8789. Minnesota Department of Transportation, St. Paul, Minnesota.
Minnesota Historical Society 2013 St. Paul Foundry Company. Electronic document,
RA-SPC-7131 MINNESOTA ARCHITECTURE - HISTORY INVENTORY FORM
Project: Local Historic Bridge Study - Phase II St. Paul, Ramsey County, Minnesota http://mnhs.mnpals.net/F/KENU4KU96PFM9E8L62752JTHGIC5V3GRX4EG6IPFM2NSIHJAHK-56731?func=full-set- set&set_number=062749&set_entry=000010&format=999, accessed October 14, 2013.
National Park Service [NPS] 1997 Secretary of the Interior's Standards for Rehabilitation and Guidelines for Rehabilitating Historic Buildings. U. S. Department of the Interior National Park Service Heritage Preservation Services, Washington D. C.
Peabody, Lloyd 1915 History of the Parks and Public Grounds of St. Paul. Collections of the Minnesota Historical Society Vol. XV. Minnesota Historical Society, St. Paul, Minnesota.
Quivik, Fredric L. 1988 Statewide Bridge Survey Form: Bridge No. L8789. On file at the State Historic Preservation Office, St. Paul, Minnesota.
Quivik, Fredric L. and Dale L. Martin 1988 National Register of Historic Places Multiple Property Documentation Form: Historic Iron and Steel Bridge in Minnesota, 1873-1945. Prepared by Renewable Technologies, Inc. On file at State Historic Preservation Office, St. Paul, Minnesota.
Roise, Charlene 1991 Phalen Park Revival. Preservation Matters 7 (10):1.
Saint Paul Board of Park Commissioners 1906a Proceedings of the Board of Park Commissioners of the City of St. Paul 1906. Saint Paul Board of Park Commissioners, St. Paul, Minnesota. On file at the Minnesota Historical Society, St. Paul, Minnesota.
1906b Sixteenth Annual Report of the Board of Park Commissioners of the City of St. Paul for the Year Ending December 31, 1906. Saint Paul Board of Park Commissioners, St. Paul, Minnesota. On file at the Minnesota Historical Society, St. Paul, Minnesota.
Saint Paul Department of Parks, Playgrounds and Public Buildings 1919 Report of Department of Parks, Playgrounds and Public Buildings of the City of Saint St. Paul. Saint Paul Department of Parks, Playgrounds and Public Buildings, Saint Paul, Minnesota.
Saint Paul Parks and Recreation 2000 Walking Tour of Historic Phalen Lake. Saint Paul Parks and Recreation, Saint Paul, Minnesota.
Schmidt, Andrew 2002 Planning St. Paul: Pleasure and Recreation for the People. Minnesota History 58:40-58.
Tennessee Department of Transportation 2013 Wooden and Metal Truss Bridges. Electronic document, http://www.tdot.state.tn.us/environment/historic/book/chapter5.pdf, accessed October 14, 2013.
Zellie, Carole and Garneth O. Peterson 2001 Residential Real Estate Development: 1880-1950. Prepared for the St. Paul Heritage Preservation Commission, St. Paul, Minnesota.
Consultant's Recommendation of Eligibility Eligible - Individual
RA-SPC-7131 MINNESOTA ARCHITECTURE - HISTORY INVENTORY FORM
Project: Local Historic Bridge Study - Phase II St. Paul, Ramsey County, Minnesota
Prepared By Katie Ohland The 106 Group Ltd. Date Surveyed 6/13/2013
RA-SPC-7131 MINNESOTA ARCHITECTURE - HISTORY INVENTORY FORM
Project: Local Historic Bridge Study - Phase II St. Paul, Ramsey County, Minnesota
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Project: Local Historic Bridge Study - Phase II St. Paul, Ramsey County, Minnesota
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Project: Local Historic Bridge Study - Phase II St. Paul, Ramsey County, Minnesota
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Project: Local Historic Bridge Study - Phase II St. Paul, Ramsey County, Minnesota
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