BHC Pic of the Week Nr. 10

Our next pic of the week is also a throwback dating back to almost a decade ago. This pic was taken at sundown at the Arial Lift Bridge in Duluth, Minnesota in September 2009. It was during that time we celebrated our last day in the States with a couple friends from the Mille Lacs region and we decided to take a day trip up north to see the city, its beautiful landscape and pieces of history that are typical of the city. The Arial Lift Bridge was one of those landmarks. Built as a transporter bridge in 1905, it was converted to a vertical lift bridge in 1930 and hs functioned in its original form ever since. For more details, click here. Nevertheless, the bridge still serves as a gateway to the Great Lakes Region , where ships start their journey through the five largest lakes in the United States before continuing along the St. Lawrence River and into the Atlantic Ocean.

And with that marks the start of the weekend. 🙂  Enjoy the pics and the information on the bridge. If you want to know more about the rest of Duluth’s bridges, click on this link.

 

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BHC Pic of the Week Nr. 6

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This BHC Pic of the Week is also a throwback, going back eight years to August 2010. Here, in the Minnesota town of Wabasha, on the Mississippi River, one can get a brillant pic of this bridge with the statue of the Dakota native American chief Wabasha in the foreground. The Chief Wabasha, whom the town was named after, had signed a treaty in 1852, ceding land to the United States which is today the southern third of Minnesota. It was the same Wabasha who fought on the side of the Dakota tribe during the War of 1862, which started the process of rounding up and designating them to reservations in the western half of the country. Wabasha was exiled to Nebraska, where he died in 1876. After 28 years of warfare, the Wounded Knee Massacre of 1890 ended the conquest of freedom for native Americans and the closing of the American frontier. Much of the history can be found at the Native American Museum in Wabasha, where the statue stands.

The bridge itself was built in 1987, and is the youngest through truss bridge on the Mississippi. The polygonal Warren truss span connects the community of 2300 with Nelson (Wisconsin) and is a half mile long from shore to shore. It has recently been renamed in memory of Michael Duane Clickner, a local resident who fought and died in the Vietnam War.

On the day of blue skies and warm temperatures, an afternoon shot was just right for the occasion. However, sometimes morning shots are even better too, if one takes the time to do that- especially in the summer, when the days are much longer and the sun is towards the north- in the direction of the bridge and statue.  🙂

 

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Minneapolis Bridge Company- Minneapolis, MN (USA)

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Granite Falls Suspension Bridge, spanning Minnesota River. Built in 1933

During a period between 1870 and 1940, the United States experienced an exponential growth in the number of not only iron and steel truss bridges, but also the number of bridge companies and steel mills. Originating from Ohio, Pennsylvania, Indiana and New York, companies were established in the 1870s but through consolidations and insider business training, the numbers expanded westward, reaching Michigan, Illinois, Minnesota and Iowa by 1910.

With these expansions came the development of the schools of bridge builders. Consisting of family dynasties and strong ties among the builders, these bridge builders were established either as family businesses or businesses with closest ties- whose founders later established ventures out west as a way to compete with the giant monopolies, like the American Bridge Company. Many schools of bridge builders existed beginning in the 1880s, including ones in Pittsburgh, Chicago, Ohio, New England,

and this one in Minneapolis, Minnesota.  The Minneapolis School of Bridge Builders featured bridge builders having established companies in Minneapolis and points to the east. These bridge builders were either self taught, had ties with companies to the east or both, and had a close-knit network of family members and close partners who later established companies or contracted westwards in the Great Plains and western states. They included the Hewett Family (William, Seth, Arthur), Commodore P. Jones, Lawrence Johnson and Alexander Bayne. Jones and Bayne were responsible for the Minneapolis Bridge Company, which was the longest tenured bridge company in the Minneapolis School and one of the longest in the United States.

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Kilen Woods Bridge in Jackson County, MN  Built in 1913. Replaced in 2004.

Founded in 1887 by Commodore P. Jones, the Minneapolis Bridge Company has a unique history, some of which is still being debated by historians and scholars today. What is known is the fact that the bridge company operated under different ownerships as well as different names. According to the 1985 study on Minnesota’s bridges by Robert Frame, the company operated under Minneapolis Bridge Company from 1888 to 1898 and from 1913 to 1941, the Minneapolis Bridge and Iron Company from 1898-1910 and as the Minneapolis Bridge Construction Company 1941- ca. 1944.  Jones operated the company before he left in 1910 to join Seth Hewett (with whom he was partners in the bridge business some years earlier) and formed the Great Northern Bridge Company, which operated until 1922. It is unknown what happened to the company between the time span of 1910 and 1913, although some sources claim that the company was out of business by 1910 and was restarted in 1913. But more research is needed to determine whether this was the case. However, one of Jones’s disciples, Alexander Y. Bayne took over the company in 1913, and the Minneapolis Bridge Company resumed its bridge building business. Bayne was president of the company from 1913 to 1917, when his partner, Oliver Matteson took over the presidency and held it until 1926. Matteson had been an agent of the company up to 1917 as well as an agent for two other previous companies prior to the resurrection of the Minneapolis Bridge Company. Another bridge builder, Isak Helseth took over the operations in 1941 and presided over the company until it folded in 1950.  Assuming the bridge company was not closed down between 1910 and 1913, the Minneapolis Bridge Company relocated twice in its life span: first to the Met Life Building from its original location at the Lumber Exchange Building in 1913 and seven years later to 3100 NE 6th Street. The company was known to have constructed dozens of bridges during its existence. The 1985 study by Frame indicated that five were built by Jones and 27 by Bayne. However upon doing a count by the writer as part of a book project completed eight years ago,  31 bridges were constructed under Commodore Jones and dozens of others by Bayne.

Winona Bridge. Built in 1941

Several historic bridges remaining in the country were built by Minneapolis Bridge Company, almost all of which were under the operations by Bayne, even though he had another business in Canada. Examples of bridges built by the company that are still standing include the following:

Winona Bridge (Minnesota)

St. Mary Aqueduct (Montana)

Sorlie Memorial Bridge (North Dakota/ Minnesota)

Ortonville Arch Bridge (Minnesota)

Granite Falls Suspension Bridge (Minnesota)

Broadway Avenue Bridge in St. Peter (Minnesota)

Ten Mile Road Bridge (Michigan)

Savanna-Sabula Bridge. Built in 1932. Demolished and replaced in 2018.

Bridges that no longer exist but were built by Minneapolis Bridge Company include the following:

Savanna-Sabula Bridge (Iowa/Illinois)

Kilen Woods Bridge (Minnesota)

Meadow Hill Drive Bridge (Wisconsin)

Walworth Bridge (South Dakota)

Rockdale Viaduct (Iowa)

 

Sources:

Frame, Robert III „A Report on Historic Bridges in Minnesota.“ St. Paul, MN: Minnesota Historical Society and Minnesota Department of Transportation, 1985

Gardner, Denis. “Wood + Concrete + Stone + Steel: Minnesota’s Historic Bridges.” Minneapolis: University of Minnesota Press, 2008

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DWP Railway Trestle in West Duluth, 1977- Mystery Bridge Nr. 90

The first, and at the same time, 90th Mystery Bridge article takes us back to Duluth, Minnesota. As the gateway to the Great Lakes, the third largest city is loaded with bridges in the past and present, including its key landmark, the Ariel Lift Bridge. I compiled an article on the city’s bridges, which was nominated for the 2017 Ammann Awards in the category of Tour Guide US Bridges.  You can acess the tour guide here.

One of the bridges that is not on the list is this bridge that was dug up “In the Attic” by the colleagues at Duluth News Tribune. The Duluth and Winnepeg Viaduct was perhaps the longest railroad viaduct of its kind in the city, and one of the longest in the state. At between 2,000 and 4,000 feet, the viaduct caresses across West Duluth enroute going north towards Winnipeg and parts of Canada. It features multiple steel girder and trestle spans crossing several streets. Wooden trestles split the neighborhood, while it forms a snake-like curve as the rail line runs along Lake Superior and the St. Louis River going southwards; the sharpest curve to the north takes the trains to the Messabi Range and onwards towards Canada.

There is no date on its construction but looking at the records, the Duluth-Winnipeg Route was established in 1901, providing access to the Iron Range, where Hibbing, Virginia and Eveleth were located. It continued on towards the northwestern corner of the state before crossing over into Canada at Emerson in Manitoba, the site of the former US/Canadian Customs station. That station was closed in 2006, leaving the Port of Entry at I-29 and Trans Canada 75 north of Pembina. The route continued to Winnipeg where it joined the main trans-continental route. The route was taken over by Canadian National, which still operates the route today as part of the subsidiary Wisconsin Central.

Despite its continual operation today, the viaduct in West Duluth is long since gone. While it is possible that the viaduct was built at the time of the creation of the railroad line itself (between 1900 and 1903), we don’t know when exactly the railroad viaduct was removed, for despite the line being abandoned in the late 1970s in favor of an alternative line going north, the viaduct was removed after 1983, as shown in the pictures provided by the Duluth News Tribune.

This takes us to the following question, which after looking at the article released by the Tribune should give you some incentive to looking into the history of the bridge. First and foremost, when exactly was the viaduct built and by whom? Secondly, how long was the bridge exactly? And lastly, when was the bridge removed and why? While fear for liability is understandable, there has to be some other concrete reasons for the bridge’s demise. But we won’t know until we click on the link below and do some research to solve this case.

Good luck and happy bridgehunting! 🙂

Source: DWP Railway Trestle in West Duluth, 1977

 

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An Interview with John Marvig

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Photo of John Marvig in front of the (now extant) Wagon Wheel Bridge in Boone County, Iowa

When we think of historic bridges, we think of roadway bridges built of metal or stone, having truss, arch, suspension or beam designs, each of which has a well-documented history pertaining to the date of construction and the builders, as well as its significance to the community and infrastructure. It is rare to find history of railroad bridges that had made a different in a community…..

….that is unless you are John Marvig.

Since his 6th grade year, Marvig has been travelling the Midwestern US, photographing and documenting historic and modern railroad bridges for his website. Since its inauguration in 2011, the website has over 1200 bridges, big and small, covering eleven states and counting. The secret to the Chaska (Minnesota) native’s success as a railroad bridge photographer and writer I wanted to find out through this interview, as Marvig won the 2016 Ammann Awards for Lifetime Achievement, the youngest person to ever have received this distinction. Here are some Q&As conducted with this now sophomore at Iowa State University, majoring in Civil Engineering:

BHC: What got you interested in historic bridges; in particular, railroad bridges?

Marvig: When I was a kid, there was a bridge on I-494 in South Saint Paul known as the Wakota Bridge. That old tied arch structure always interested me, and I always took note when we drove to my grandparents farm in Wisconsin. Along the way, there were a number of other bridges I would take notice of from a young age. When I was younger, I had also wanted a model railroad. One thing led to another, and I would be taking pictures of a local railroad bridge by the fall of my 6th grade year. It grew from there, and became a full blown passion (or obsession, depending on how you look at it). Another bridge, an old railroad swing bridge located in my hometown of Chaska was always fascinating to me, since it only continued to exist in memory. Seeing the history that was lost really encouraged me to peruse my passion.

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North Redwood Railroad Bridge. Photos taken by John Marvig and avbailable via website.

BHC: What got you interested in historic bridges; in particular, railroad bridges?

Marvig: Creating my website was an idea that was formulated in a 7th grade technology class where we learned basic coding. John Weeks runs a website with numerous bridge photos on it, which also captivated my interest. From an early and very basic website to the full blown site it is now, it has steadily grown. I have well over 1000 bridges documented, I am just waiting to get the pages created! The hardest part is coding the pages. I manually code them, instead of using a form which automatically creates the pages (similar to Bridgehunter). This allows me the flexibility to change pages to meet the needs of the specific structure or the intended audience. However, this can be very time consuming. A page I have been working on for the Eads Bridge in Saint Louis took nearly 4 hours from start to finish to create. I continue to anticipate the site growing steadily. I have a waiting list of pages to add of over 350, and that list grows often.

 

BHC: Your focus on your website is railroad bridges. What makes them special in comparison to highway bridges?

Marvig: Railroad bridges, in my opinion, are the pinnacle of American engineering. While highway bridges were not built to carry a heavy load, railroad bridges were constructed to carry a load of many times a typical highway bridge. This results in some bridges that are engineered to perfection. In addition, railroad companies rarely reported construction of bridges and oftentimes did weird things such as relocation of spans. This makes it a unique challenge to document and research these structures.

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Crookston Railroad Bridge.

BHC:  Many railroad companies try to repel photographers and bridgehunters from photographing RR bridges. Why is that and how did you successfully managed to do that?

Marvig: Railroad companies are afraid of the liabilities of people being on their property. I have gotten around this by using public access, asking other landowners or walking along the riverbanks to the structure. My most important goal is to stay safe and set a positive example for others.

 

BHC:  Set a positive example- what examples?

Marvig: Two ways to look at this. The first is safety and to obey the rules. Walking on railroad property or bridges is very dangerous, and I try to use it as a last resort to get to bridges. On my site, I generally make notes of how I got to the bridge so others will hopefully follow that route. The other positive example I like to set is the strive for preservation and passion I demonstrate. I hope this spreads to others and we can see a positive turnaround in bridge preservation.

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Bergfeld Pond Bridge in Dubuque. This span was one of several from the 1868 span over the Mississippi River

BHC:  Did you have any confrontations with landowners accusing you of trespassing or other items? Many bridgehunters have dealt with this problem over the years- yours truly included on many occasions.

Marvig: I have. While I generally find that landowners are more than happy to talk to myself and my father, who often accompanies me on these trips, I have seen some people I hope not to deal with again. I would say 90% of people are nice and usually interested, and oftentimes tell their life story. I have however had instances of some real cranks. I’ve had hunters “accidentally” shoot my direction, I’ve had ladies in trailers yell at me because I’m parked on a public gravel road and I’ve had others claim a public road is theirs. However, a vast majority are some of the nicest people I’ve met; and in a few cases people I’ve kept in contact with.

 

BHC:  Bridge historians, like Eric Delony have often mentioned of railroad companies being very hesitant re. nominating railroad bridges deemed historic on the National Register because of their historic significance. From your experience, is this the case and if so, why is that?

Marvig: This is true. One example is the Redstone Bridge in New Ulm, Minnesota. The railroad has refused to nominate the structure repeatedly, even though the state attempted to get them to. This structure is an 1880 swing span, and one of the oldest known in America. Despite this, if the railroad chooses to demolish it, nobody can do anything about it. Fortunately, the State of Minnesota has said they will not let Canadian pacific demolish the structure, and when it is abandoned it should be preserved.

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Redstone Bridge spanning the Minnesota River in New Ulm.

BHC: Is the Redstone Bridge still in service?

Marvig: Yeah, its part of a spur to a quarry. I’m really hoping it is abandoned soon. With CP not doing well financially, I really hope that we can see a step in preservation made within the next decade

For more on the bridge, please check out the Tour Guide on the Bridges of New Ulm by clicking here. People in New Ulm as well as officials at the State Historic Preservation Office in St. Paul are interested in saving this bridge and nominate it on the National Register of Historic Places.

 

BHC:  What can be done to convince railroad companies to nominate their bridges to the Nat. Reg. as well as restore the bridge for future use? What examples have been mentioned?

Marvig: In my opinion, the only real thing that can be done is to make it worth it for them financially.  If an incentive was offered to a railroad to bypass historic bridges and preserve them, I’m quite sure they would be willing.

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Colfax Railroad Bridge in Wisconsin

BHC: Which RR bridges have you been involved in which has been successfully inducted into the National Register?

Marvig: While I do not believe any of the bridges I’ve helped preserve are listed as a separate listing on the NR, the railroad bridge across Main Street in Carver, MN (about 10 minutes from home) was to be demolished in 2011, but I worked with the city to preserve it. I believe it might be listed as a contributing resource currently.

 

 BHC:  Which RR Bridges you were involved in was converted into a Rails for Trails Crossing?

Marvig: Currently, I have not had any converted to trails. However, the bridge in Carver is eventually scheduled to become a trail. In addition, I’ve been working with the Midtown Greenway in Minneapolis to preserve and convert the Short Line Bridge. The Missouri River Bridge in Bismarck is another example of a structure I am working to get preserved for this use.

 

 BHC: Which Railroad Bridge is your all time favorite?

Marvig: It’s hard to determine what my favorite bridge is, as there are a large number of structures I love. The Redstone Bridge in New Ulm, as well as the northwestern bridge in Eau Claire are two of my favorite bridges. These were both built in 1880 and are extremely old examples of rare truss types.

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Chicago and Northwestern Viaduct in Eau Claire, Wisonsin. This quintuple Warren deck truss bridge is now a bike trail crossing.

 

 BHC: If there is a person who is interested in bridge photography, what tips would you give him/her?

Marvig: As for tips for others, I would suggest starting with places you have passion for. If there is a bridge in town that you want to know more about, go take some pictures. Unique and historic bridges are going the way of the dodo bird in the United States, and photography is a form of preservation.

 

 BHC: And what about establishing a website like you have? The last question includes the use of social media, wordpress and the question of making a magazine out of it.

Marvig: To create a website, be prepared to have a large chunk of time taken up. The initial coding is tough, and manually adding pages is a long process. Research is also essential. I think I’ve spent several hundred dollars on research since 2010, as google doesn’t provide all answers. My biggest advice though is to create your website to be expandable. Make sure it has as many features as you want. I have 1200 pages on my site currently, and I’m working on reviewing and adding new features to these pages. It’s a lot easier to correct 12 pages than 1200.

Regarding social media, that isn’t my strong point. However it is essential to be able to reach out to a new audience to educate and inform about historic bridges. When I first started doing bridges in 2009, social media was a rather new invention, and I did not invest time heavily in it. Currently, I spread my message of bridges through both Facebook, and Instagram.

BHC: Thank you for your time for this interview.

Marvig: No problem.

To learn more about his work, click onto his website here. There you can find details of every bridge he’s visited, which includes its history and dimensions, as well as the number of trains crossing it daily (for most crossings). He has updated his website regularly and therefore, it is necessary to visit the site often. Enjoy some railroad facts and figures. 🙂

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The Historic Bridges of Duluth, Minnesota

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Ariel Lift Bridge taken at sundown. Photo shot in 2009.

When I mention to my students of English that I originate from the State of Minnesota, the first question that mainly comes to mind is: Where is it? The second: What does it have to offer, apart from professional sports teams, like the Vikings (NFL), Timberwolves (NBA), Wild (NHL), Lynx (WNBA), Loons (MLS), Gophers (NCAA) and Twins (MLB)?

Well, the second question is easy to answer: Minnesota has a lot to offer year round- from fishing to ice carneavals, farming to multi-cultural activities in the Twin Cities (Minneapolis-St. Paul), snowmobiling to chit-chatting with a genuine Minnesotan dialect:

For the first, one has to include a little geography, using Niagra Falls as our starting point, between Lake Erie and Lake Ontario. Ah yes, Niagra Falls is one of the seven wonders that German tourists most often visit while in the US. As the northern half of the US consists of the Great Lakes Region, most of which straddles the border between the States and Canada, the city on the westernmost end of the region is almost opposite of Niagra Falls by over 2,000 miles. That port, located at the tip of Lake Superior, is Duluth. With over 86,200 inhabitants, Duluth is the third largest city in Minnesota, and combining it with Superior and other cities within a radius of 30 miles, the metropolitan area has 280,000 inhabitants, making it the second largest metropolitan area in the state. Founded in 1857, the city prides itself in its shipping and has several places of interest, whether it is a city zoo, a state park, historic city center, ….

…or even its bridges. 🙂

Since the 1870s, Duluth has been bridged with crossings made of wood and later iron and steel, connecting the city with neighboring Superior and providing access between the mountainous areas on the Minnesota side and the farmlands of Wisconsin, enroute to major cities to the east, such as Chicago, Cleveland and even New York. As the city was bustling with traffic on land and water, the first crossings were movable bridges, featuring bascule and swing bridges, but also a transporter bridge which later became a vertical lift bridge. That bridge, the Aerial Lift Bridge, has become the symbol of Duluth, making it the gateway between land and the deep blue sea. Together with the Slip Drawbridge and the Grassy Point Bridge, the Aerial Lift Bridge is the only movable bridge still functioning today, as it lifts its center span for boats to pass. The Slip Bridge is 26 years old and is sparsely used for smaller boats along the canal, which connects the port area with its business district. The Bong and Blatnik Bridges are two of the longest bridges in Duluth and in both Minnesota and Wisconsin, replacing their predecessors in the movable bridges that had served rail and vehicular traffic. The Grassy Point bridge is the only swing bridge still in use and one of two key railroad crossings that cross the border. A pair of arch bridges dated back to the 1930s used to serve rail traffic going westward, yet they are now part of a rail-to-trail consortium that provides recreation to the parks located to the west.

I first came across the bridges in Duluth during a visit with a few friends in 2009, having spent a vast amount of time at the Aerial Lift Bridge, watching the span raise for boats lining up to pass. With its beautiful amber color at night, one cannot miss this icon when visiting Duluth. Further research was conducted by two key sources: John Weeks III and the newspaper people at the Duluth Tribune, the latter of which had dug up substantial research and photos of some of the most important movable bridges that had served both Duluth and Superior before being replaced by the fixed spans. Combining that with additional research done by another pontist, John Marvig, it was the best decision to put together a tour guide on Duluth’s (historic) bridges, both past and present. Unlike the previous tour guides, this one features a bridge with links that will take you to the pieces written by the Tribune and Weeks, while some bridges feature photos and facts provided by Marvig and Weeks. A map with the location of the bridges is provided in the guide to give you an idea where these bridges are located.

Use this guide and you will have a chance to visit and photograph the bridges that still makes Duluth a key port for transportation, looking at their history and their role in shaping the city’s infrastructure- and that of the US and beyond.

Links to the Bridges:

Aerial Lift Bridge: History as a Vertical Lift Bridge and as a Transporter Bridge

Interstate Bridge:   History and Ghost Stories

St. Louis Bay Bridge (extant): History  and its predecessor

Arrowhead Bridge (extant): History and Photos

Grassy Point Railroad Bridge: History and Facts

Minnesota Slip Drawbridge: History

Oliver Double-Decker Bridge: History and Facts

Richard Bong Memorial Bridge: History and Facts

John Blatnik Memorial Bridge: History and Facts

Superior Hiking Trail Bridge: Facts

Lester River Bridge: Facts

Zoo Arch Bridge: Facts

Stewart Creek Viaduct: Facts

Kingsbury Creek Bridge: Facts

The Historic Bridges of Duluth, Minnesota

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Ariel Lift Bridge taken at sundown. Photo shot in 2009.

When I mention to my students of English that I originate from the State of Minnesota, the first question that mainly comes to mind is: Where is it? The second: What does it have to offer, apart from professional sports teams, like the Vikings (NFL), Timberwolves (NBA), Wild (NHL), Lynx (WNBA), Loons (MLS), Gophers (NCAA) and Twins (MLB)?

Well, the second question is easy to answer: Minnesota has a lot to offer year round- from fishing to ice carneavals, farming to multi-cultural activities in the Twin Cities (Minneapolis-St. Paul), snowmobiling to chit-chatting with a genuine Minnesotan dialect:

For the first, one has to include a little geography, using Niagra Falls as our starting point, between Lake Erie and Lake Ontario. Ah yes, Niagra Falls is one of the seven wonders that German tourists most often visit while in the US. As the northern half of the US consists of the Great Lakes Region, most of which straddles the border between the States and Canada, the city on the westernmost end of the region is almost opposite of Niagra Falls by over 2,000 miles. That port, located at the tip of Lake Superior, is Duluth. With over 86,200 inhabitants, Duluth is the third largest city in Minnesota, and combining it with Superior and other cities within a radius of 30 miles, the metropolitan area has 280,000 inhabitants, making it the second largest metropolitan area in the state. Founded in 1857, the city prides itself in its shipping and has several places of interest, whether it is a city zoo, a state park, historic city center, ….

…or even its bridges. 🙂

Since the 1870s, Duluth has been bridged with crossings made of wood and later iron and steel, connecting the city with neighboring Superior and providing access between the mountainous areas on the Minnesota side and the farmlands of Wisconsin, enroute to major cities to the east, such as Chicago, Cleveland and even New York. As the city was bustling with traffic on land and water, the first crossings were movable bridges, featuring bascule and swing bridges, but also a transporter bridge which later became a vertical lift bridge. That bridge, the Aerial Lift Bridge, has become the symbol of Duluth, making it the gateway between land and the deep blue sea. Together with the Slip Drawbridge and the Grassy Point Bridge, the Aerial Lift Bridge is the only movable bridge still functioning today, as it lifts its center span for boats to pass. The Slip Bridge is 26 years old and is sparsely used for smaller boats along the canal, which connects the port area with its business district. The Bong and Blatnik Bridges are two of the longest bridges in Duluth and in both Minnesota and Wisconsin, replacing their predecessors in the movable bridges that had served rail and vehicular traffic. The Grassy Point bridge is the only swing bridge still in use and one of two key railroad crossings that cross the border. A pair of arch bridges dated back to the 1930s used to serve rail traffic going westward, yet they are now part of a rail-to-trail consortium that provides recreation to the parks located to the west.

I first came across the bridges in Duluth during a visit with a few friends in 2009, having spent a vast amount of time at the Aerial Lift Bridge, watching the span raise for boats lining up to pass. With its beautiful amber color at night, one cannot miss this icon when visiting Duluth. Further research was conducted by two key sources: John Weeks III and the newspaper people at the Duluth Tribune, the latter of which had dug up substantial research and photos of some of the most important movable bridges that had served both Duluth and Superior before being replaced by the fixed spans. Combining that with additional research done by another pontist, John Marvig, it was the best decision to put together a tour guide on Duluth’s (historic) bridges, both past and present. Unlike the previous tour guides, this one features a bridge with links that will take you to the pieces written by the Tribune and Weeks, while some bridges feature photos and facts provided by Marvig and Weeks. A map with the location of the bridges is provided in the guide to give you an idea where these bridges are located.

Use this guide and you will have a chance to visit and photograph the bridges that still makes Duluth a key port for transportation, looking at their history and their role in shaping the city’s infrastructure- and that of the US and beyond.

 

Links to the Bridges:

Aerial Lift Bridge: History as a Vertical Lift Bridge and as a Transporter Bridge

Interstate Bridge:   History and Ghost Stories

St. Louis Bay Bridge (extant): History  and its predecessor

Arrowhead Bridge (extant): History and Photos

Grassy Point Railroad Bridge: History and Facts

Minnesota Slip Drawbridge: History

Oliver Double-Decker Bridge: History and Facts

Richard Bong Memorial Bridge: History and Facts

John Blatnik Memorial Bridge: History and Facts

Superior Hiking Trail Bridge: Facts

Lester River Bridge: Facts

Zoo Arch Bridge: Facts

Stewart Creek Viaduct: Facts

Kingsbury Creek Bridge: Facts