Westminster Junction and Its Tunnels— Richard A

Westminster Junction— Tum-of-the-Century Railroad ‘Highway’ Page 9

Stairway to the Abyss— The Diverting Story of Cascade Creek—Page 4

Cascade Creek, from Harper’s New Monthly Magazine, in 1860. The creek was named after a waterfall that was described in early travel literature about the St. Paul area. This engraving probably depicts the namesake cascade. The waterfall, now dry, can be seen today along the M ississippi bluffs near Colborne Street. See the article beginning on page 4. Photo from the Minnesota Historical Society collections. RAMSEY COUNTY HISTORY Executive Director Priscilla Famham Editor Virginia Brainard Kunz

RAMSEY COUNTY HISTORICAL SOCIETY BOARD OF DIRECTORS John M. Lindley CONTENTS Chair Laurie Zenner 3 Letters President Howard M. Guthmann 4 Stairway to the Abyss—The Diverting Story of Cascade Creek First Vice President Greg Brick Evangeline Schroeder Second Vice President 9 Westminster Junction and Its Tunnels— Richard A. Wilhoit An 1880s ‘Highway Intersection’ for the Railroads Secretary Fred Perez Andrew J. Schmidt Treasurer 14 The Story of Rose Hanna and Her Journey Arthur H. Baumeister, Jr., W. Andrew Boss, Richard Broeker, Mark Eisenschenk, Joanne A. from Old-World Palestine to St. Paul Englund, Robert F. Garland, Marshall Hatfield, Jean Hanna Judith Frost Lewis, George Mairs HI, Joseph Micallef, Richard T. Murphy, Sr., Thomond O’Brien, Bob Olsen, Linda Owen, Marvin 18 The Upper Levee—Memories of Its People Pertzik, James A. Russell, Vicenta Scarlett, and Its Place in St. Paul History Anne Cowie Wilson. Joe Lepsche EDITORIAL BOARD John M. Lindley, chair; Thomas H. Boyd, 22 Growing Up in St. Paul Thomas C. Buckley, Pat Hart, Virginia Brainard Dawn-to-Dusk: Grand Hill and Its Kunz, Tom Mega, Laurie Murphy, Dick Slade, Vicenta Scarlett, Laurie Zenner. Grand Fourth of July Extravaganza

HONORARY ADVISORY BOARD Charlotte McKendree Wright Lewis Elmer L. Andersen, Olivia I. Dodge, Charlton Dietz, William Finney, Otis God­ 24 Books, Etc. frey, Jr., Ronald Hachey, Robert S. Hess, Publication of Ramsey County History is supported in part by a gift from Fred T. Lanners, Jr., D. W. “Don” Larson, George Latimer, Frank Marzitelli, Joseph S. Clara M. Claussen and Frieda H. Claussen in memory of Henry H.Cowie, Jr. Micallef, Robert Mirick, Samuel Morgan, and by a contribution from the late Reuel D. Harmon Marvin J. Pertzik, J. Jerome Plunkett, James Reagan, Solly Robins. Rosalie E. Wahl, Donald D. Wozniak. A Message from the Editorial Board RAMSEY COUNTY COMMISIONERS wo themes mn through this spring issue of Ramsey County History. One Commissioner Susan Haigh, chairman theme is engineering; the other is people. Greg Brick’s lead article, which Commissioner Tony Bennett T Commissioner Dino Guerin tells the story of Cascade Creek, is another in our St. Paul Underground series, Commissioner Rafael Ortega which was suggested some years ago by the late Reuel Harmon. Both this arti­ Commissioner Victoria Reinhardt Commissioner Janice Rettman cle and that by Andrew Schmidt on the local railroad area known as Westmin­ Commissioner Jan Wiessner ster Junction represent historical research into little-known sources of St. Paul Terry Schütten, manager, Ramsey County engineering and transportation history The theme of people plays a secondary role in the stories of Cascade Creek Ramsey County History is published quarterly by the Ramsey County Historical Society, 323 and Westminster Junction, but this theme is foremost in Jean Hanna’s account Landmark Center, 75 W. Fifth Street, St. Paul, of her mother, Rose Hanna, and her journey from Palestine to St. Paul in the Minn. 55102 (612-222-0701). Printed in 1950s; in Joe Lepsche’s article on the history and people of the Upper Levee; U.S.A. Copyright, 1998, Ramsey County His­ torical Society. ISSN Number 0485-9758. A ll and in Charlotte McKendree Wright Lewis’s reminiscence of the Fourth of July rights reserved. No part of this publication Extravaganza on Grand Hill. These writers convey vividly the enduring diver­ may be reprinted or otherwise reproduced sity of the area’s people and how their individual stories are today a part of the without written permission from the pub­ li s h e r . The Society assumes no responsibility larger story of St. Paul and Ramsey County. for statements made by contributors. John M. Lindley Chair, Editorial Committee

2 RAMSEY COUNTY HISTORY Westminster Junction and Its Tunnels— An 1880s ‘Highway Intersection’ for the Railroads

Andrew J. Schmidt

f you stand on the Lafayette Road rare example of railroad tunnel construc­ Chicago, St. Paul, Minneapolis & Omaha bridge, just north of the junction of tion in Minnesota. tracks (later Chicago and Northwestern). IUniversity Avenue and Lafayette, and Following the Trout Brook ravine in a Built in stages between 1862 and 1909, look northwest, you can see two railroad northwesterly direction out of St. Paul’s the junction currently contains railroad tunnels. Look closely and you can see a Lowertown, this historic railroad corri­ tracks, four tunnels, retaining walls, a date on one of the keystones reading dor utilized the natural topography of the switching tower, three original culverts, “1885.” Those tunnels are part of a his­ tributary stream. The ravine was one of and a number of sewer drains. Features toric railroad corridor known as West­ the few routes providing a suitable grade no longer standing include the Soo Line minster Junction. The junction played an for railroads to climb the steep Missis­ tunnel and bridge, the Westminster Street important role in the development of St. sippi valley bluffs around St. Paul, yet its viaduct, and several sets of tracks. Paul as a regional transportation hub, and narrowness limited the number of tracks. it was one of the busiest railroad corri­ To solve the problem, the Northern Pa­ First Railroad Charter dors in the Twin Cities during the late cific Railway built a series of tunnels Although most of Minnesota’s railroad nineteenth and early twentieth centuries. under the St. Paul, Minneapolis & Mani­ building occurred after the Civil War, the In addition, Westminster Junction is a toba (later the Great Northern) and the first charter was granted in 1857 to the

Westminster Junction tunnel, photographed on September 14, 1885. The junction, by the early 1920s one of the busiest in the Twin Cities, lies about one city block northwest of the Lafayette Road bridge. Two of its tunnels can be seen from the bridge. This view is looking toward the south. Photo courtesy of the National Railway Historical Society, North Star Chapter.

RAMSEY COUNTY HISTORY 9 Busy Junction Westminster’s history predates the tunnels by some twenty years, however. The corridor through which the first rail­ road traveled in 1862 included the Trout Brook valley. Because the valley was marshy and prone to spring flooding, the railroad companies using the corridor continuously added fill and eventually channeled Trout Brook itself. The junc­ tion was created in 1872 when the St. Paul, Stillwater & Taylors Falls con­ nected with the St. Paul & Pacific near Westminster Street. An iron viaduct was built to carry Westminster Street over the Manitoba and Omaha tracks prior to 1885. The old viaduct is said to have been demolished during World War II and salvaged for scrap. During the mid to late-1880s, there Westminster tunnel in 1886. This is a view from the top of the south portal. Photo courtesy of the National Railway Historical Society, North Star Chapter. was a flurry of construction at Westmin­ ster Junction. After building a line into St. Paul, which connected with the Mani­ toba tracks just north of the junction with Minnesota and Pacific Railroad. Three a gateway to the northwest. No less than the Omaha, the Northern Pacific in 1885 years later, however, the company had nine railroads served the city and a num­ paid the Manitoba $10,000 for the right only managed to grade a roadbed from ber of them had headquarters in the city, of way to construct a stone arch tunnel St. Paul to St. Anthony, following the including Hill’s line and the Northern beneath the existing tracks at Westmin­ Trout Brook ravine and running west. By Pacific.1 ster Street. Completed in 1886, the two 1862 the company, reorganized as the St. The geography of St. Paul, along with tunnels forming the West Side Line gave Paul and Pacific, completed the line from the city’s early dependence on steamboat the Northern Pacific direct access to its St. Paul to St. Anthony, making it the first traffic, encouraged the construction of Fourth Street freight house in Lower­ railroad in Minnesota. Located at the warehouses in the Lowertown area. Fol­ town. head of navigation on the upper Missis­ lowing the Mississippi River and its trib­ The Manitoba built two additional sippi, St. Paul was a natural terminal for utary valleys, and attracted to the grow­ main tracks and improved the grades in railroads, and by the mid-1870s, the city ing warehouse district, the railroads the Trout Brook valley in 1887-1888. In had gained connections in all four direc­ converged in Lowertown. The railroad order to gain direct access to the Union tions. The smaller, pioneer railroads first companies, after operating separate de­ Depot, the Northern Pacific constructed radiating from the city were swallowed pots for a number of years, joined to­ the East Side Line beneath the Omaha up in mergers by the late 1870s and early gether in 1879 to build the Union Depot tracks, including two more tunnels, in 1880s, giving St. Paul more regional con­ at Third and Sibley streets, located at the 1888-1889. Although an exact construc­ nections and increasing its importance as tion date for the Trout Brook culverts is a rail hub. base of the imposing river bluffs sur­ rounding Lowertown. The Union Depot not known, the construction technique The St. Paul, Minneapolis & Mani­ matches that of the tunnels, suggesting could only be accessed along the Missis­ toba (Manitoba) took over the old St. the late 1880s. Some twenty years later, sippi River or the Phalen Creek/Trout Paul & Pacific in 1879 and later became in 1909, the Soo Line added a tunnel of Book valley. A great deal of St. Paul’s part of the Great Northern Railway, its own beneath the Great Northern tracks rail traffic, as a result, was concentrated “Empire Builder” James J. Hill’s line. In west of the West Side Line. 1880-1881, the St. Paul, Stillwater & in those areas, particularly through Trout The Westminster Junction was one of Taylors Falls Railroad merged with sev­ Brook. In order to ease the congestion the busiest in the Twin Cities by the early eral others to form the Chicago, St. Paul, and to provide itself with direct access to twentieth century. In 1930 the Northern Minneapolis & Omaha (Omaha), which the Union Depot, rather than leasing Pacific’s district engineer for St. Paul in turn merged with the Chicago and tracks from the Manitoba line the North­ noted that the tracks through the junction Northwestern in 1904 and is currently ern Pacific constructed a series of tunnels were “extremely busy,” and that any re­ part of the Union Pacific system. By the through the Westminster Junction in pair work to be done should avoid even tum-of-the-century, St. Paul had become 1885-1889. temporary shutdowns of the tracks. A

10 RAMSEY COUNTY HISTORY 1937 study of the Twin Cities’ terminal The concrete drains were probably built The practice of railroad tunnel con­ and transfer facilities reported that the in conjunction with the new sewer. By struction in America pre-dates Westmin­ functions of the Chicago and Northwest­ the mid-1930s, clearance through the ster Junction by some fifty years. Though ern (Omaha) East St. Paul Yard and the tunnels within the junction was insuffi­ tunnels were built for canals in the 1820s, Northern Pacific Mississippi Street’s cient for the larger locomotives and dou­ the Allegheny Portage Railroad built the Yard could not be consolidated as part of ble stack carloads that were becoming first railroad tunnel near Johnstown, a proposed single transfer point at the common. In 1937 the Northern Pacific Pennsylvania, in 1831. Another notable Dayton’s Bluff/Pig’s Eye yards. Traffic lowered the grade in the tunnels in order early tunnel was the Hoosac, a massive, in the East St. Paul and Mississippi Street to provide increased overhead clearance 4.75-mile-long structure between Boston yards, whose destination or departure and to provide additional space for track and Albany, which was built in 1854— point was the Union Depot, passed spreading. The original switching tower, 1876. The Washington Street tunnel through Westminster Junction. The re­ a square, two-story building with a under the Chicago River in Chicago was port also indicates that, as of 1934, West­ hipped roof, was replaced by the current the first vehicular tunnel, constructed in minster handled the third largest volume building circa 1940. Reflecting the de­ 1866. By the mid-1880s, Northern Pa­ of freight compared to other junctions in clining fortunes of the railroads after cific engineers had considerable tunnel­ the Twin Cities. The volume of 1,116 World War II, many of the tracks cross­ building experience. Over the period of freight cars that passed through West­ ing through the junction have been re­ 1881-1883, the company built two large minster Junction each day was surpassed moved in recent years, and the Soo Line tunnels in the Rocky Mountains in Mon­ only by the 1,416 cars passing through tunnel was abandoned and filled during tana: the Mullan tunnel, a 3,850-foot the St. Paul Union Depot area and the the early 1980s.4 structure, and the Bozeman tunnel, which 1,288 cars through the Minnesota Trans­ measured 3,610 feet. Although it is not fer area. Engineering Behind It among the earliest or largest tunnels na­ The 1937 terminal study indicates that Railroad companies built tunnels infre­ tionally, Westminster Junction’s West Westminster Junction carried a large quently, due to the expense and difficulty Side Line tunnel is among a select group. amount of passenger traffic, as well as of construction. In Minnesota particu­ As late as 1945, there were only 105 freight. Two of the three main passenger larly, the level topography obviated the double-tracked tunnels longer than 1,000 routes between St. Paul and Minneapolis need for tunnel construction, and such feet nation-wide. passed through the junction, including structures are rare. The steep grades of the Construction of the tunnels would not the Great Northern route, which, in addi­ land around St. Paul’s Union Depot, how­ have been overly demanding from a tech­ tion to its own passenger cars, carried ever, make its topographic challenges un­ nical standpoint. Photographs taken dur­ those of the Chicago and Northwestern, usual in Minnesota. The rise out of the ing construction of the West Side Line the Chicago and Great Western, the Mississippi Valley along Trout Brook is indicate that the tunnels were built with Chicago, Burlington and Quincy, and the 90 feet per mile, which approached the the cut and fill method, using wooden Northern Pacific. In addition, the North­ Northern Pacific’s recommended maxi­ centering to support the arches. Wooden ern Pacific lines carried Soo Line and mum of 116 feet per mile. In fact, for trestle bridges supported the overpassing Minneapolis and St. Louis passenger trains traveling from St. Paul to Brainerd, Manitoba and Omaha lines while the tun­ cars. Information taken from a 1941 pas­ 200 feet of the 500-foot rise in elevation nels were built. The arches themselves senger train schedule indicates that, of are surmounted in the first five miles. are of a much simpler design than the the ninety-six passenger trains per day The steep Mississippi River bluffs contemporary Seventh Street Improve­ departing from and arriving into the surrounding St. Paul presented problems ment Arches, which were completed in Union Depot, sixty-four passed through for railroad companies seeking access to 1884 and used the helicoidal-arch Westminster Junction.3 the warehouse district in Lowertown. method. Nonetheless, the tunnels are a Like any well-used structures, the One of the few natural approaches was fine example of nineteenth century, Junction was subject to repairs and the Trout Brook tributary valley. As the stone-arch construction, and the ashlar minor alterations, particularly during the number of railroads serving St. Paul in­ masonry illustrates a high degree of 1920s and 1930s. Because the roof of creased during the 1870s and 1880s, craftsmanship.6 the Westminster tunnel was deteriorat­ however, the narrow Trout Brook valley ing, it was repaired in 1922 and some of became increasingly congested. By the A Single Track the stonework removed, creating a con­ mid-1880s, the Northern Pacific sought The topography requiring the tunnel con­ crete-supported opening in the roof. The direct access to Lowertown and therefore struction remains evident. Running concrete deck and wooden deck added needed grade-separated crossings to by­ northwest out of Lowertown, the ravine along the Chicago and Northwestern pass the Omaha and Manitoba lines al­ narrows just past the Lafayette Road overpasses were built by 1926. ready in place. Northern Pacific engi­ bridge, then fans out towards the top of Trout Brook was an open, channeled neers solved the problem by constructing the bluff line. The railroad right-of-way creek until 1927, when the city of St. a series of tunnels beneath the existing separates into three main grades just Paul built a sewer to carry the stream. railroad tracks. southeast of the bridge. Historically, the

RAMSEY COUNTY HISTORY 11 The junction in 1926. These views taken in September, 1926, show the Westminster Street tunnel beneath the east leg of the Chicago, St. Paul, Minneapolis & Omaha wye, and the tracks looking west from the Westminster Street bridge. Both photographs are from the Northern Pacific Railway Company records at the Minnesota Historical Society.

east and west side lines carried the North­ Another tunnel to the east of the cen­ masonry and have perpendicular, cut- ern Pacific tracks while the middle grade ter grade crosses beneath the old Omaha stone wingwalls. On the south side of the contained the Manitoba and Omaha tracks in a northwesterly direction. At western tunnel, a concrete deck and tracks. Using the valley to negotiate the present, one track passes through the tun­ wingwalls were added circa 1925 in steep Mississippi River bluffs surround­ nel. Known as the East Side Line, the order to widen the Chicago and North­ ing downtown St. Paul, the rail beds were eastern tunnel was built in 1888-1889. western corridor crossing overhead. graded at different inclines in order to Measuring 287 feet in length, this ellipti­ Approximately 100 feet west of the allow the Northern Pacific tracks to pass cal arch tunnel also consists of ashlar West Side Line, there are the remains of beneath the other two lines. The center stone masonry, and it is built into the re­ the Soo Line tunnel. This tunnel, con­ grade rises more quickly than the eastern taining wall of the center grade. Like structed in 1909, provided the Soo Line and western grades and is supported by those of the West Side Line, perpendicu­ with direct access to its Seventh Street rough-cut limestone and mortar retaining lar, cut-stone wingwalls support the tun­ freight house. The tunnel is collapsed, walls. Reaching the top of the incline, the nel. Although there are no retaining however, and it was filled in during the sets of tracks separate—historically, the walls north of this tunnel, there is one to early 1980s. Williams Hill, west of the Omaha turning northeast and the Mani­ the south, which supports the center former tunnel, has been leveled and is toba continuing northwest. grade and runs to just south of the currently the site of a large pile of fill and On either side of the center grade there Lafayette bridge. Immediately south of rubble. Farther to the west, almost to are tunnels designed to allow grade-sepa­ the tunnel, atop the retaining wall, the Mississippi Street, there is an abandoned rated crossings at the junction. The West­ center grade was widened circa 1925 track which passed on the west side of minster tunnel is on the west side of the with wooden ties supported by steel piers Williams Hill and served the Great center grade and passes beneath the old on concrete footings. Northern’s Seventh Street freight house. Manitoba tracks, running in a north- The northern portion of Westminster Along the west leg of the wye, there is an northeasterly direction. Currently, a sin­ Junction consists of two side-by-side tun­ old spur line which serviced a Great gle track runs through the tunnel. It is the nels crossing underneath a single east- Northern ice house. The ice house, no longest of the four tunnels, measuring west running track (historically the longer standing, was located just west of 1,048 feet. The tunnel was built with ash­ Omaha). Although the tunnels appear to where the Great Northern tracks crossed lar stone masonry, and on the south por­ be a single twin-arch bridge, they were, over the Soo Line tunnel. tal there is a keystone that reads “1885.” in fact, constructed at different times, in There are three round-arch, cut-stone Stepped, perpendicular wingwalls of ash­ 1885 and 1888. Historically, the two tun­ culverts within the junction area which lar limestone support the structure. North nels brought together the divergent were used to channel Trout Brook before 'V of the tunnel, ashlar stone retaining walls Northern Pacific tracks, which ran on the the underground sewer was built in the support the embankments on either side east and west sides of the center grade. mid-1920s. One culvert runs north-south of the track and connect the Westminster Originally double tracked, each tunnel and is located just west of the north-end tunnel to the north end tunnel. To the now gives passage to a single line. These tunnels. The other two culverts run west south a single ashlar stone retaining wall round-arch tunnels measure 69 feet in to east. Located just south of the north- supports the center grade and continues length and, like their counterparts to the end tunnels, these culverts are built into to just south of the Lafayette bridge. south, were constructed with ashlar stone the retaining walls on the West Side Line.

12 RAMSEY COUNTY HISTORY Westminster Junction as it looked sixty years later. The east and west side tunnels and the Trout Brook culvert, rare examples of railroad tun­ nel construction in Minnesota, were photographed by the author in 1996.

Unique Junction Trackage, St. Paul to Minneapolis, In Joint Facili­ 5H.W. Richardson and R.S. Mayo, Practical As the number of railroad track miles ties Records, Chief Engineer, Northern Pacific Tunnel Driving, New York: McGraw-Hill Book has dwindled in Minnesota during the Railway Company Records, Minnesota Historical Company, Inc., 1941; Smalley, History o f the Society, St. Paul, 1926; Northern Pacific Railway post-World War II era, so too have the Northern Pacific Railroad, 1975; C.M. Burpee, Company, Westminster Tunnel', St. Paul: Northern Railway Engineering and Maintenance Cyclope­ number of resources illustrating the in­ Pacific Railway Company, 1885; Saint Paul, Min­ dustry’s heyday. Although St. Paul was dia, Chicago: Simmons-Boardman Publishing neapolis & Manitoba Railroad Company, Annual Corporation, 1945. bom on the Mississippi, it is easy to for­ Reports, St. Paul: Saint Paul, Minneapolis & Man­ 6Northem Pacific Railway Company, West­ get that the city grew up with the rail­ itoba Railroad Company, 1888; Sanborn Map minster Tunnel, 1885; W.L. Webb, Railroad Con­ roads, particularly as the number of nine­ Company, Sanborn Fire Insurance Maps of St. struction, Theory and Practice, New York: John teenth and early twentieth century Paul, New York: Sanborn Map Company, 1885 Wiley & Sons, 1905; J.A. Hess, Seventh Street Im­ railroad structures declines. With three and 1903. provement Arches National Register of Historic different railroad mainlines crossing 3Northem Pacific Railway Company, Letter Places Nomination Form, St. Paul: State Historic through the area, Westminster Junction from St. Paul District Engineer to W.H. Strachan, Preservation Office, Minnesota Historical Society, was an 1880s version of the intersection In District Engineer Subject Files, Northern Pa­ 1988. cific Railway Company Records, Minnesota His­ of three interstate highways. The junction torical Society, St. Paul, 21 February, 1930; Great Andrew J. Schmidt is senior historian for illustrates the importance of the railroads Northern Railway Company, Twin Cities Termi­ in the development of the city of St. Paul. nal Study, In the Vice-President—Operating Sub­ the 106 Group in St. Paul that conducted In addition, railroad tunnels were rarely ject Files, Great Northern Railway Company this study. built in Minnesota. The confluence of Records, Minnesota Historical Society, St. Paul, railroad lines and the series of tunnels 1937; National Railway Publishing Company, Of­ This research project on the history and that provide grade-separated inter­ ficial Guide o f the Railways and Navigation Lines, development o f Westminster Junction changes make Westminster Junction New York: National Railway Publishing Com­ was undertaken as a cultural resources unique in the state of Minnesota. pany, 1941. investigation for the Environmental Im­ 4Northem Pacific Railway Company, Letter to pact Statement for the proposed Phalen Notes Charles Donnelly, In the President’s Subject Files, Boulevard on St. Paul’s East Side. Spe­ Northern Pacific Railway Company Records, 'For general histories of those railroads and cial thanks go to the City o f St. Paul, who Minnesota Historical Society, St. Paul, 1922; corporate lineages, see: J.C. Luecke, The Chicago sponsored the investigation; Short, El­ Northern Pacific Railway Company, Trackage, St. & Northwestern in Minnesota, Eagan, Minnesota: liott, Hendrickson, Inc. the consulting en­ Paul to Minneapolis, 1926; Northern Pacific Rail­ Grenadier Publications, 1990; R.S. Prosser, Rails way Company, Letter to Charles Donnelly, In the gineering firm; Aaron Isaacs of the Min­ to the Northstar, Minneapolis: Dillon Press, 1966; President’s Subject Files, Northern Pacific Rail­ nesota Transportation Museum, who L.T. Renz, The History o f the Northern Pacific way Company Records, Minnesota Historical So­ shared his wealth o f railroad history Railroad, Fairfield, Washington: Ye Galleon ciety, St. Paul, 1937; Northern Pacific Railway knowledge; and to staff members at the Press, 1980; E.V. Smalley, History o f the Northern Company, Westminster Junction, In Office of Minnesota Historical Society, the State Pacific Railroad, New York: Amo Press, 1975. Bridge Engineer files, Northern Pacific Railway 2Northem Pacific Railway Company, Annual Historic Preservation Office, and the Company Records, Minnesota Historical Society, Reports, St. Paul: Northern Pacific Railway Com­ Ramsey County Historical Society. St. Paul, 1937. pany, 1889; Northern Pacific Railway Company,

RAMSEY COUNTY HISTORY 13 Centers for the flat arch of the Westminster tunnel. This view, taken on April 9, 1886, is looking toward the south. Photo courtesy of the National Railway Historical Society, North Star Chapter. See article beginning on p a g e 9.

R.CH.S. ' RAMSEY •COUNTY •HISTORICAL‘ SOCIETY Published by the Ramsey County Historical Society 323 LandmarlcCenter 75 West Fifth Street Saint Paul, Minnesota 55102