minnesota architecture - history inventory form€¦ · national stone manufacturing company and...

St. Paul, Ramsey County, Minnesota

Project: Local Historic Bridge Study - Phase II

MINNESOTA ARCHITECTURE - HISTORY INVENTORY FORM

Original Use Transportation

Current Use Transportation

Resource Type Structure

Architect/Engineer C. A. P. Turner, CWA

Style No Style

Field #

Historic Name Bridge L8560 / Phalen Park Arch Bridge

Current Name Bridge L8560

County Ramsey

City/Twp St. Paul

Property ID (PIN)

Sec 15Twp 28 Range 23

USGS Quad ST. PAUL EAST

Legal Desc.

Description

Bridge L8560, also known as the Phalen Park Arch Bridge, is a reinforced-concrete deck arch bridge located in Phalen Park in St. Paul, Ramsey County, Minnesota. The bridge consists of a 55-foot-long concrete-arch main span and a concrete slab approach span at each end. It has an overall bridge length of 110 feet with 15-foot-long concrete slab approach spans on each end, for a total structure length of 140 feet. The bridge has an overall width of 42 feet. Aligned in an approximate north-to-south orientation, the bridge carries a two-lane multi-use trail over the South Canal of Lake Phalen.

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. There are two lakes in the park that are connected by a canal system. The larger of the two, Lake Phalen, is primarily located along the east edge of the park, while the smaller Round Lake is to the west. The area south of the bridge consists of a parking lot and a moderately wooded area with deciduous trees. The area north of the bridge is planted with sod and deciduous trees. The embankments on either side of the bridge are covered with a combination of sod and mulch.

The substructure of Bridge L8560 consists of two reinforced-concrete abutments and two piers. The superstructure of the bridge is comprised of three spans. The main span is a closed spandrel, reinforced-concrete elliptical arch. The bridge is faced in random-coursed, square-cut, ashlar, Kasota limestone with engaged pilasters at the piers. The railing features Gothic arch openings. The deck is cast-in-place concrete with a clear roadway width of 38.3 feet, and approximately 6-inch-tall curbs on either side on which the railings rest.

Description

Identification

Address N/A Pedestrian Bridge over Lake Phalen Channel

SHPO Inventory Number RA-SPC-7135

Review and Compliance Number

Construction Date 1910

Bridge L8560 is located in Phalen Park, just west of Lake Phalen. 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

EVALUATION AND ANALYSIS

Zone 15N

Easting 487984 Northing 4973241

UTM

Form (New or Updated) Updated

Datum NAD83

QQ SWNE

Historical Narrative

Historical Context

Linear Feature? No

Reinforced Concrete Highway Bridges in MN, 1900-1945

HPC Status: Potential

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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 Phalen, 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 was known as an aquatic park as it surrounded Lake Phalen and Rounds Lake. The lakes are connected by a designed set of canals that were intended for recreational use (HNTB Corporation 2007). Phalen Park continued to grow and change into the twentieth century, allowing for a beach house, golf course, and other amenities to be added to the park. The park became popular and was the eastern terminus of the Dale-Phalen streetcar line (Diers and Isaacs 2007). In 1955, amenities included an 18-hole golf course, bathing beach, boat 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; picnic tables; an amphitheater; 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 L8560 was constructed in 1910 to carry “vehicular traffic from the Arcade Street Park entrance drive over the canal between Round Lake and Lake Phalen” (HNTB 2007:4). The bridge, which cost $10,474 to construct, was designed by the National Stone Manufacturing Company and built by a local St. Paul contractor named Jacob Lauer (Saint Paul Board of Park Commissioners 1910a; Saint Paul Board of Park Commissioners 1910b; Saint Paul Department of Parks, Playgrounds and Public Buildings 1919:30).

In 1923, some minor repairs were made to the coping and the arch of the bridge (Bureau of Bridges Department of Public Work St. Paul 1923; HNTB 2007:4-6). In 1934, the bridge underwent a more extensive rehabilitation that was funded by the Civil Works Administration (CWA) and designed by the St. Paul Department of Public Works, Bureau of Bridges. During the rehabilitation, the exterior (originally open spandrel) was faced with stone and the original Classical Revival railing was replaced with a stone railing with Gothic Revival style openings, which changed the aesthetics of the bridge from Classical Revival to Rustic style. The Rustic style design followed the work-relief aesthetic that commonly used natural materials and period revival designs (HNTB Corporation 2007). In 1976, the canal under the bridge was dredged as a part of the renewal of Phalen Park. At that time newly exposed areas of the arch were found to be in disrepair; the stone was spalling, but no repairs were made. Portions of the east railing were damaged by vandalism in 1979 and subsequently repaired; however, no other work was done and the rest of the bridge continued to deteriorate. Due to continued deterioration, the bridge was closed to vehicular traffic and the waterway under it was also closed (HNTB Corporation 2007).

The bridge was rehabilitated in 2012. As part of the rehabilitation, a new concrete deck was installed, railings were repaired to meet safety requirements, the entirety of the stone on the spandrel walls and railing was severely deteriorated stone and replaced in-kind, and precast arch liner panels were added to the underside of the arch for structural integrity (ONE 2013). The rehabilitation project was reviewed by the Minnesota State Historic Preservation Office (SHPO) and was found to meet the Secretary of the Interior's Standards for Rehabilitation (SOI’s Standards) and resulted in no adverse effect on the bridge (Letter from Britta Bloomberg, Deputy State Historic Preservation officer, to Tamara E. Cameron, Chief Regulatory Branch U. S. Army Corps of Engineers, personal communication April 29, 2010; NPS 2013).

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Park BridgesPhalen Park was one of the largest parks developed within the city of St. Paul. The rise of urban parks “coincided with urban expansion, the growth of city and state road systems, and the introduction of reinforced-concrete” (Frame 1988a:E14). According to the ideas of Frederick Law Olmsted, urban parks were meant to be a refuge from the commercial and industrial centers and immigrant-crowded neighborhoods (Frame 1988a:E14). Within this context, a bridge located in a park setting “was not meant to be merely an expected necessity,” but rather an opportunity for the park commission and landscape architect to “request a special bridge design, in harmony with the grand park scheme” (Frame 1988a:E14). Park bridges also provided “an ideal opportunity to explore the possibilities of the new concrete” (Frame 1988a:E15). Located within one of the largest parks in St. Paul, and situated at a prominent location near the Arcade Street entrance to Phalen Park, Bridge L8560 is an excellent example of an urban park bridge that embodies this ethos.

C.A.P. TurnerBridge L8560 was designed by the National Stone Manufacturing Company. The president of the company was noted Minneapolis structural engineer Claude Allen Porter (C.A.P.) Turner. Turner was born in Lime Rock, Rhode Island, and graduated from the Lehigh University School of Engineering in Bethlehem, Pennsylvania in 1890 (Lehigh University 2013). Prior to moving to Minneapolis in 1897, Turner worked for several firms in the eastern United States, including the New York & New England Railroad, Edgemore Bridge Co. in Philadelphia, Columbus Bridge Co. in Ohio, Pittsburgh Bridge Co., and the Pennsylvanian Pottsville Iron & Steel Co. Upon coming to Minnesota, he worked for the Gillette Herzog Co. and the American Bridge Company. In 1901, Mr. Turner started his own company, C.A.P. Turner Company and Associates. Mr. Turner was also the president of the National Stone Manufacturing Company. Turner designed both buildings and bridges, but his most well known structural engineering achievement was the development of a flat-slab support system, known as a “mushroom cap,” which was a system of reinforced-concrete that he patented in 1908. Turner adapted his patented flat-slab mushroom-column construction to bridge design (Frame 1988:E7). Throughout his career he received 30 additional patents for his work with reinforced-concrete (Lehigh University 2013). His designs are found mostly in the mid-west states of Iowa, Minnesota, and Wisconsin, but can be found across the nation (Lehigh University 2013). In addition to Bridge L8560, Turner also designed the Mendota Bridge (1926); re-designed the Aerial Lift Bridge in Duluth (1906); designed the Arcola High Bridge north of Stillwater, Minnesota (1910-1911); the Liberty Memorial Bridge between Bismarck and Mandan, North Dakota (1920); and the Soo Line Railroad Bridge in New Richmond, Wisconsin (1910-1911). Some of his notable buildings include the Johnson-Bovey Building (1905-1906) and the Wisconsin Central Freight Station (1907), both in Minneapolis; the Lindeke-Warner Building (1908-1909), the Hamm Brewing Co. stock house (1907) and West Publishing Co. in St. Paul (1910), and the Hoffman Building in Milwaukee (1906), courthouses in Green Bay, Wisconsin; Fairmont, Minnesota; and Vinton, Iowa, and the South Dakota State Capitol, Pierre, South Dakota (Lehigh University 2013; Northwest Architectural Archives 2013). Turner died in Columbus, Ohio on January 10, 1955 (Lehigh University 2013; Northwest Architectural Archives 2013).

Civil Works AdministrationThe 1934 rehabilitation of Bridge L8560 was funded by the CWA. One of the earlier and shortest lived New Deal Programs, the CWA was established on November 9, 1933 (Anderson 1993:E43). “The CWA remains the first attempt by the federal government to give work to the unemployed instead of aiding the state in the problem of relief. It served as a precedent for later and larger federally sponsored work programs” (Anderson 1993:E47). Formed under the Federal Emergency Relief Administration (FERA), the CWA was created as a result of the failure of previous New Deal programs, such as the National Recovery Administration, the Civilian Conservation Corps, the Agricultural Adjustment Administration, and the Public Works Administration, to sustain the economic upswing that appeared to be promising in the summer of 1933 (Anderson 1993:E43; Dennis 1998:31-35). FERA allocated $400 million to fund the new program (Dennis 1998:31-35). Soon after, CWA officials and state agencies were appointed to run the program (Anderson 1993:E44). Once the program was established, state work relief projects were shifted to the CWA. At the height of the program 4,040,000 workers were employed on CWA projects. In January 1934, 84,500 people were employed on Minnesota projects. Before its termination on March 31, 1934, approximately $1 billion had been spent nationwide, including $20,671,440 in Minnesota (Anderson 1993:E45-46). Over 50 percent of CWA projects in Minnesota involved street and highway repair, but the program also funded storm sewer and water main extensions; building construction and improvements; and electrical system, flood control, airport runway, and bridge construction projects.

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Bridge L8560 has been previously determined eligible for the National Register of Historic Places (NRHP) under Criterion C within the historic context “Minnesota Concrete Bridges, 1890-1945” (Frame 1988a). According to the “Reinforced-Concrete Highway Bridges in Minnesota Multiple Property Documentation Form (MPDF)”, to be eligible under Criterion C, “instead of looking simply to typicality as an indicator of significance, evaluation under this criterion should identify additional important qualities, such as being the sole surviving example, the oldest example, the longest span, the most intact example, the work of a major engineer or contractor, or exhibiting notable engineering or architectural details” (Frame 1988a:F-4). Bridge L8560 meets Registration Requirement 1, as a bridge “built prior to 1912” (Frame 1988a:F-7). Completed in 1910, Bridge L8560 has significance as an example of an early concrete arch bridge. During the period 1890s-1911, prior to the creation of the State Highway Commission and the standardization of bridges, the arch bridge was almost the only concrete bridge type to be found in Minnesota and “almost certainly it would be in a more-or-less experimental form, since the use of reinforced-concrete in Minnesota at that time was in a universally experimental stage” (Frame 1988a:F-5).

Bridge L8560 also meets Registration Requirement 5 of the “Reinforced-Concrete Highway Bridges in Minnesota MPDF,” as a bridge “designed with outstanding architectural style or ornamentation” (Frame 1988a:F-8). Such “bridges represent extraordinary aesthetic efforts to enhance a crossing at an important location. They usually are found in significant and prominent urban settings, such as… in park settings” (Frame 1988a:F-8). Bridge L8560 is significant as it represents an extraordinary aesthetic effort to enhance the crossing of the South Canal in Phalen Park at the Arcade Street park entrance. The bridge was, and continues to be, a landmark structure within the park. In his design, C.A.P. Turner utilized an elliptical arch form, flanked by substantial piers with no architectural treatment to give the bridge a solid, bold form (HNTB 2007). Although the bridge is now faced in stone, the prominent, bold form of the arch is still present. In addition to the arch, the bridge now also exhibits elegant Rustic Style architectural detailing that was often used by the New Deal agencies, and which enhances the aesthetics of its prominent park setting.

Furthermore, Bridge L8560 meets Registration Requirement 6, as a bridge “designed by an important engineer, architect, or firm.” Bridge L8560 was designed by C.A.P. Turner's firm, the National Stone Manufacturing Company. C.A.P. Turner was a nationally prominent bridge and building engineer who specialized in the use of concrete. Turner experimented with the material throughout his career, receiving over 30 commissions for his work with reinforced-concrete. Bridge L8560 has a bold, elliptical arch form, which is different from many of the bridges Turner designed and demonstrates his expertise in reinforced-concrete bridge design.

The periods of significance for Bridge L8560 within the historic context “Reinforced-Concrete Highway Bridges in Minnesota, 1900-1945,” is 1910, which corresponds with construction of the C.A.P. Turner designed arch, and 1934, when the bridge achieved its present Rustic Style appearance.

Bridge L8560 was also evaluated within the historic context “Federal Relief Programs in Minnesota, 1933-1941” found in the “Federal Relief Construction in Minnesota, 1933-1941 Multiple Property Documentation Form (Federal Relief Construction in Minnesota MPDF).” As Bridge L8560 is located within Phalen Park, it was evaluated under the “Social and Recreational Facilities” property type under the category of “Parks and Parkways.” According to the “Federal Relief Construction in Minnesota MPDF”, to be eligible for the NRHP within the historic context “Federal Relief Programs in Minnesota, 1933-1941”, social and recreational facilities must meet four general registration requirements. While Bridge L8560 meets Registration Requirements 1, 2 and 4, it does not meet Registration Requirement 3. Specifically, it does not meet Registration Requirement 3c, which stipulates that “a social or recreational facility should represent the only known example of a particular category of resource within this property type, or one of the few remaining buildings associated with a specific work program” (Anderson 1993:F-28). During the brief existence of the CWA, over $20 million dollars were spent on projects in Minnesota, including a number of bridge projects. Therefore, this bridge is not a singular example of the agency’s work, nor is there any indication that it is one of a few remaining work projects from the CWA. As Bridge L8560 does not meet all necessary registration requirements for Social and Recreational Facilities, it does not have significance within the historic context “Federal Relief Programs in Minnesota, 1933-1941.”

Significance

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Integrity -

Under the “Reinforced-Concrete Highway Bridges in Minnesota MPDF,” for a bridge to be eligible for the National Register, “the significant reinforced-concrete element in the superstructure span must be in substantially original condition. Because this engineering element is the most important feature of the bridges in this property type, neither an original substructure nor an original deck and railing system are necessary for the bridge to be eligible” (Frame 1988a:F-7). To be eligible for the NRHP under Registration Requirement 5 for its architectural style or ornamentation, a bridge “will retain considerable architectural integrity” (Frame 1988:F8).

Bridge L8560 remains in its original location, retains its setting within a moderately wooded area within Phalen Park, and continues to span the South Canal of Lake Phalen. Therefore, Bridge L8560 retains its integrity of setting and location. Substantial repair work was completed on the bridge in 1934, which itself is historically significant. This included facing the bridge with Kasota limestone. While the application of the Kasota stone changed the aesthetics of the bridge, it did not change the engineering of the arch or its bold form. As the superstructure remained intact, the bridge retained integrity of the original, bold C.A.P. Turner design of the arch. During the 2012 rehabilitation, a new concrete deck was installed, railings were repaired to meet safety requirements. Additionally, due to severe deterioration, the entirety of the stone on the spandrel walls and railings was completely removed and replaced in-kind, and precast arch liner panels were added to the underside of the arch for structural integrity (ONE 2013). These last two items met the SOI’s Standards, which state that, “deteriorated historic features will be repaired rather than replaced. Where the severity of deterioration requires replacement of a distinctive feature, the new feature will match the old in design, color, texture, and, where possible, materials. Replacement of missing features will be substantiated by documentary and physical evidence” (NPS 1997; Operations Regulatory Letter [2010-00871-TJF] in Minnesota SHPO Review & Compliance file No. 2010-2274, Bradley Johnson for Tamara E. Cameron, Regulatory Brach Chief U.S. Army Corps of Engineers to Mary Ann Heidemann Government Programs and Compliance Minnesota SHPO, March 30, 2010; SHPO Findings Letter in Minnesota SHPO Review & Compliance file No. 2010-2274 Britta Bloomberg, Deputy State Historic Preservation Officer to Tamara E. Cameron, Chief Regulatory Branch U. S. Army Corps of Engineers, April 29, 2010). Although the work in 2012 followed the SOI’s Standards, and the design of the bridge, as achieved in 1934, was largely retained, it resulted in the loss of a considerable amount of historic material and workmanship, particularly the elements from the CWA period. As a result, the integrity of materials and workmanship has been compromised. However, the rehabilitation retained the bridge’s 1934 Rustic Style design intent, which is the primary aspect of integrity from which the structure derives its significance. As the materials were replaced in-kind, Bridge L8560 retains sufficient integrity of design, location, setting, feeling, and association to convey its significance as a Rustic Style Bridge constructed by the CWA.

Many historic reinforced-concrete bridges have experienced modification as the result of routine maintenance, or efforts to increase roadway width or load-bearing capacity. Within the “Reinforced-Concrete Highway Bridges in Minnesota MPDF”, to be eligible for the NRHP, at a minimum “the significant reinforced-concrete element in the superstructure span (i.e., the actual arch, slab, girder, mushroom-capped column, or rigid frame) must be in substantially original condition…neither an original substructure nor an original deck and railing system are necessary for the bridge to be eligible” (Frame 1989:F-7). However, even though the significant reinforced-concrete element of the superstructure must be in substantially original condition, other superstructure and/or integral substructure components may be significantly altered, either by major alterations or by cumulative minor alterations. Such alterations negatively affect the integrity of a bridge and potentially precluding it from being eligible for the NRHP. A reinforced-concrete bridge loses its integrity when these alterations produce a noticeable change in the overall feeling of the bridge. The most common loss of integrity results from additions that cover an elevation either through an extension of the superstructure’s horizontal width or by the covering of historic materials and details. In-kind repairs will generally not compromise the integrity of a reinforced-concrete bridge. To be eligible for the NRHP, any new substructure or superstructure components must be of such scale and composition that they do not overwhelm or otherwise detract from a clear visual impression of the reinforced-concrete superstructure.

The 1934 modifications by the CWA covered the sides of the bridge, but incorporated the bold form of the C.A.P. Turner designed arch. While the 2012 rehabilitation retained the arch form, it resulted in the covering of the underside of the arch with an arch liner. While the bold form of the C.A.P. Turner arch is still retained, as a result of the CWA alterations and the 2012 rehabilitation, the C.A.P. Turner designed structure is now completely encapsulated in later alterations. Therefore, even though

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the 1910 arch is still intact, these alterations have substantially altered the feeling of the 1910 superstructure and it no longer is recognizable. As a result, it no longer retains sufficient historic integrity to convey its significance for its association with C.A.P. Turner.

Anderson, Rolf T.1993 National Register of Historic Places Multiple Property Documentation Form: Federal Relief Construction in Minnesota, 1933-1941. Prepared by Rolf T. Anderson. On file at the State Historic Preservation Office, St. Paul, Minnesota.

Bureau of Bridges Department of Public Work St. Paul1923 Reinforced Concrete Bridge at Lake Phalen Canal Plan Set. Bureau of Bridges Department of Public Work St. Paul. On file at the Minnesota Department of Transportation, St. Paul, Minnesota.

1934 Phalen Park Arch Bridge Repair Plan Set. Bureau of Bridges Department of Public Work St. Paul. On file at the Minnesota Department of Transportation, St. Paul, Minnesota.

City of Saint Paulc. 1910 Historic Photograph of Bridge L8560. On file at the City of St. Paul, St. Paul, Minnesota.

c. 1930 Historic Photograph of Bridge L8560. 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 Highland Park. Electronic document, http://mn-stpaul.civicplus.com/facilities.aspx?pagenum=20&RID=164&Page=detail, accessed July 23, 2013.

2013b Maps. Electronic document, http://www.stpaul.gov/index.aspx?NID=1212, accessed July 26, 2013.

Sources

Bridge L8560 has been previously determined eligible for the NRHP under Criterion C within the historic context “Minnesota Concrete Bridges, 1890-1945.” Within the “Reinforced-Concrete Highway Bridges in Minnesota MPDF,” Bridge L8560 meets Registration Requirement 1, as a bridge “built prior to 1912,” for its significance as an example of an early concrete-arch bridge that was built prior to the advent of the State Highway Commission standardization of bridges in Minnesota. Bridge L8560 also meets Registration Requirement 5, as a bridge “designed with outstanding architectural style or ornamentation.” Bridge L8560 is significant for its elegant two-centered reinforced-concrete barrel arch design that gives the bridge a solid, bold form, and also for the architectural aesthetics of its Rustic style spandrels and railings, a style often used by New Deal agencies, that enhances the aesthetics of its prominent park setting. Bridge L8560 retains sufficient integrity to convey its historical significance in these areas and is recommended as still eligible for the NRHP under Criterion C in the area of Engineering, for its high artistic value, within the context “Reinforced-Concrete Highway Bridges in Minnesota, 1900-1945.” The recommended period of significance for this significance is 1934, corresponding with the year the CWA completed its project on the bridge.

Bridge L8560 has also been previously determined eligible for the NRHP under Criterion C, in the area of Engineering, for its association with important Minneapolis engineer C.A.P. Turner under Registration Requirement 6 of the “Minnesota Concrete Bridges MPDF,” as a bridge “designed by an important engineer, architect, or firm.” However, as the collective results of the 1934 alterations by the CWA and the 2012 rehabilitation, Bridge L8560 no long retains sufficient integrity to convey this significance. Therefore, it is recommended as no longer eligible under Registration Requirement 6 within the period 1910 for its association with C.A.P. Turner.

The bridge is recommended as not eligible under the historic context “Federal Relief Programs in Minnesota, 1933-1941.” Since the bridge is one of numerous projects funded by the CWA and is not a singular example of a design type, it does not meet Registration Requirement 3c of the “Federal Relief Construction in Minnesota MPDF.”

Recommendation

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Dennis, Michelle1998 Federal Relief Construction in South Dakota, 1929-1941. Prepared by Michelle L. Dennis. On file at the South Dakota State Historic Preservation Office, Pierre, South Dakota.

Empson, Donald1973 Highland-Groveland-Macalester Park. Ramsey County History 10(2):13-19.

Frame, Robert1988a National Register of Historic Places Multiple Property Documentation Form: Reinforced-Concrete Highway Bridges in Minnesota, 1900-1945. Prepared by Dr. Robert M. Frame III, Historical Consultant. On file at the State Historic Preservation Office, St. Paul, Minnesota.

1988b Statewide Bridge Survey Inventory Form Bridge 62075 (RA-SPC-6507). On file at the State Historic Preservation Office, St. Paul, Minnesota.

Hansell, Derek2006 Highland Park. Pioneer Press 4 November. St. Paul, Minnesota.

Herrold, George H. 1958 The Story of Planning St. Paul from the Beginnings to 1953. George Herrold. On file at the Minnesota Historical Society, St. Paul, Minnesota.

HNTB Corporation2007 Phalen Park Bridge L8560-Engineering Assessment and Historic Evaluation. Prepared by HNTB Corporation for the City of Saint Paul, Division of Parks and Recreation. On file at the State Historic Preservation Office, St. Paul, Minnesota.

Lehigh University2013 Turner, C. A. P. Electronic document, http://www.lehigh.edu/engineering/about/alumni/bio_turner_c.html, accessed September 19, 2013.

May, Clyde R.1930 Report of the Department of Parks, Playgrounds, and Public Buildings. The City of Saint Paul, St. Paul, Minnesota.

Mead & Hunt2007 Photographs of Bridge L8560. On file at Mead & Hunt, Minneapolis, Minnesota.

2012 Photographs of Bridge L8560. On file at Mead & Hunt, Minneapolis, Minnesota.

Minnesota Department of Transportation [MnDOT]2012a Mn/DOT Structure Inventory Report, Bridge ID:62075. Minnesota Department of Transportation, St. Paul, Minnesota.

2012b Mn/DOT Bridge Inspection Report Bridge 62075. Minnesota Department of Transportation, St. Paul, Minnesota.

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.

National Stone Manufacturing Company1910 Plans Set for Bridge L8560. National Stone Manufacturing Company. On file at the Minnesota Department of Transportation, St. Paul, Minnesota.

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Northwest Architectural Archives2013 C. A. P. Turner Collection. Electronic document, http://special.lib.umn.edu/findaid/xml/naa137.xml, accessed on September 19, 2013.

Olson & Nesvold Engineers, P. S. C. [ONE]2013 Phalen Park. Electronic document, http://one-mn.com/projects-3/phalen-park/, accessed September 19, 2013.

Ramsey County Historical Society2013 Highland. Electronic document, http://www.rchs.com/highland.htm, accessed July 23, 2013.

Saint Paul Board of Park Commissioners1910a Twentieth Annual Report of the Board of Park Commissioners of the City of St. Paul for the Year Ending December 31, 191006. Saint Paul Board of Park Commissioners, St. Paul, Minnesota. On file at the Minnesota Historical Society, St. Paul, Minnesota.

1910b Proceedings of the Board of Park Commissioners of the City of St. Paul 1910. Saint Paul Board of Park Commissioners, St. Paul, Minnesota. On file at the Minnesota Historical Society, St. Paul, Minnesota.

Saint Paul City Planning1976 Parks and Recreation Public Systems. Saint Paul City Planning, St. Paul, Minnesota.

Saint Paul Department of Parks, Playgrounds and Public Buildings1919 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.

Schmidt, Andrew2002 Planning St. Paul: Pleasure and Recreation for the People. Minnesota History 58:40-58.

Zellie, Carole and Garneth O. Peterson2001 Residential Real Estate Development: 1880-1950. Prepared for the St. Paul Heritage Preservation Commission, St. Paul, Minnesota.

Prepared By

Katie Ohland

Date Surveyed

6/13/2013

Eligible - Individual

The 106 Group Ltd.

Consultant's Recommendation of Eligibility

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1Ph tK:\MnDOT Bridge Stud Property Photograph

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2Ph tK:\MnDOT Bridge Stud

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Facing W


Facing SW

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2012 Rehabilitation

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2012 Rehabilitation


2007

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2007


2007

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c. 1930


c. 1910

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