National Trust for Historic Preservation has named this bridge on its "11 Most Endangered Historic Places for 2019". You can see the list, a photo of the bridge, and a link to a petition to save the bridge, at https://savingplaces.org/stories/11-most-endangered-historic...
This is a great honor for those working to preserve this landmark bridge, as they continue to fight to save it.
I'm working on this bridge right now it great to be part of an awesome project like this
I'm working on this bridge right now it great to be part of an awesome project like this
With an ADT of 10 it makes sense to spend money on a new bridge... That will NEVER pay for itself!
Full sarcasm intended.
Looking at the picture, it’s clearly a reused truss from somewhere. The portals seem to indicate a date earlier than the 1920s build date. To me, it almost looks like some of the reused Santa Fe trusses in Missouri and Kansas, indicating it could have been a railroad span
On a side note, my dad worked construction and helped work on 12th Avenue when they replaced the bridge. Small world, isn’t it?
TIL--gephyrophobic - having a profound fear of bridges
The link mentions crossing at the roundhouse, the remains of which are still visible. The tracks on the east side are the older of the two, so the truss was probably over the east set of tracks.
I believe this is a link to more info about this bridge.
Crossed the tracks between 20th and 23rd streets, so it must have crossed the set of tracks just west of Dakota Drive.
Phrase of the day: "Harrowing ride" 8^)
Some optimistic news regarding the future of this bridge:
A petition has been created to save the bridge:
Thanks Patrick, didn't think it was this bridge. Only a couple other crossings in Haley
This bridge is a mishmash of information. The photo actually correlates to the current bridge at this location, which was rebuilt after the flood and still exists. However; the first crossing east of here was removed in 1960 and moved to a current location in southern Mandan.
Also worth noting, the Northern Pacific bridge book lists this structure as having been built in 1960. Undoubtedly a relocated bridge.
Bridge was already listed, just needed name and other info added.
Just found this one. What a nice surprise!
Historic Brickmine Bridge in Cavalier County undergoing restoration
March 31, 2017 · · 0
The historic Brickmine Bridge located in the northeast corner of Cavalier County along a township road in Fremont Township is undergoing some needed restoration courtesy of the State Historical Society of North Dakota and the North Dakota Department of Transportation (NDDOT).
By Melissa Anderson
Lorna Meidinger, Architectural Historian with the State Historical Society, explained that what makes the Brickmine Bridge unique in North Dakota is the type of bridge it is.
“The Brickmine Bridge is a riveted Warren Through truss bridge and that is not a common type in North Dakota so it is a rare example,” Meidinger said.
A Warren truss bridge is a bridge that is a relatively light but strong and economical to build. It was ideal for a rural area such as Cavalier County in the early 1900s and its primary users during that time, Mayo Brick and Tile Co., known locally as just “the Brickmine”.
“The connection to the old Brickmine provides a rich context for why the bridge was built,” Meidinger explained.
Truss bridges were used and popular during the era because they are a very rigid structure that transfers the load from a single point to a much wider area. While there is no exact build date for the bridge, it was contracted by the Fargo Bridge and Iron Company in April of 1905 to be built for a whopping $4,220. In today’s dollars, the cost of building this specific bridge is over $114,000. The bridge, according to Cavalier County Republican archives, was completed in early 1906.
“North Dakota is losing its historic bridges as they age and are replaced by new structures. When we (the NDDOT) have the opportunity to partner with a local agency (like a city or county) and rehabilitate an historic bridge, we explore the possibility of rehabilitating the historic bridge so it can continue to serve its transportation role,” Robert Christensen, Cultural Resource Section Leader at NDDOT, said.
The NDDOT selected the Brickmine Bridge as a candidate for restoration based on five criteria: local agency interests in rehabilitating the historic bridge, the bridge can remain in service in a transportation role, rehabilitate historic bridges from different regions in the state, bridge was a good candidate structurally (not too damaged, rusted, etc.), and the NDDOT can rehabilitate the bridge and not adversely impact its historic nature.
The NDDOT periodically reviews good candidate bridges for their Historic Bridge Rehabilitation Program. While they do not have a regular schedule for such projects, they are initiated when there is a good candidate structure, local support for the project, and funding to complete the project.
“Currently we have this project and another historic bridge rehabilitation project in Velva City Park,” Christensen stated.
While the restoration of the Brickmine Bridge is a NDDOT initiated and funded project, the NDDOT and the State Historical Society are used to partnering on projects, as they do so on many roadway and bridge projects throughout the year.
“When an opportunity to work together on these special projects occurs, we enjoy partnering and developing win-win solutions,” Christensen said, ”By rehabilitating the bridge, it will retain its historic integrity and will remain in service for many decades.”
The NDDOT began working with Cavalier County on planning the restoration project in 2015. Over the next few years, the bridge was reviewed by the NDDOT and the State Historic Preservation Office (SHPO), a sub-office within the State Historical Society that works with historic preservation and the applicable state and federal preservation laws. The office puts projects through what is called the Section 106 review process [Section 106 of the National Historic Preservation Act]. The SHPO reviews proposals for projects to determine the effect on historic resources. For this particular project, the goal is to restore the bridge and maintain a “No Adverse Effect” determination for the bridge.
“Basically, a project is proposed, and we evaluate the effect on a historic property,” Meidinger explained.
In this case, engineers looked at structural needs and then both NDDOT and SHPO looked at all the options for things that need replaced rather than being repaired. SHPO use the Secretary of Interiors Standards for Rehabilitation to evaluate the proposed work and then work with the lead agency to find the best path for completing the project and protecting the historic property.
“We have worked closely with the State Historical Society of North Dakota, both with their compliance officer and their architectural historian, to ensure we will preserve the bridge’s historical integrity,” Christensen said.
Meidinger and Christensen explained that what is possible to be repaired will be repaired and parts that need replacing will be replaced either in-kind or with a sensitive design and materials to minimize the loss of historic integrity of the bridge.
“The engineers look at each piece of the bridge to make determinations of repair or replacement. Replacement in-kind is acceptable when repair is not possible but if something needs to change for the new part, then we go over available options to make the best choice. There will also be signage to talk about the historic bridge,” Meidinger said.
“We are planning to remove the bridge from its foundation, sandblast it and repair any damaged members in the truss, repaint the truss, replace the foundation with new piers and abutments, and reset the bridge on the new foundation,” Christensen explained.
Projects of this undertaking are becoming more unlikely as Christensen explained that it is pretty rare to find a really good candidate bridge for historic preservation.
“Many bridges are replaced with new structures because they are too narrow, not enough vertical clearance, or are not strong enough to accommodate modern traffic such as semis, farm equipment and school busses,” Christensen said.
More often old bridges are simply replaced with box culverts or stringer bridges. Christensen noted that many historic bridges are damaged to such an extent that it is difficult or impossible to repair them and still have them retain their historic integrity.
“We are always on the lookout for good candidates for our Historic Bridge Rehabilitation Program,” Christensen stated.
Funding for these types of projects come from the NDDOT by means of federal and state funds. Local public agency will be responsible for the approach roadways and maintenance of the restored structure. In the meantime, the restoration process has been put in the hands of Industrial Builders, Inc. from West Fargo. The company, which started in 1953, has a long history of working on projects such as this.
“Industrial Builders, Inc. has a lot of experience building structures that people care about, and we have experience with steel bridge restoration and the major aspects of this job interested us because they included a lot of the components on jobs we’ve built successfully in the past,” Brittany Diederich, Assistant Project Manager at Industrial Builders, Inc., said.
“Our company takes a lot of pride in successfully completed projects, and we believe that once this one is done, it will be very satisfying to see the bridge restored for both us and the community,” Diederich added.
The restoration project is already underway, with the bridge being lifted by crane from its place on the Pembina River to a nearby field where the work on the structure will be completed. A lot of work has already been done to the base of the bridge.
“The spring flood is occurring right now so we suspended construction; prior to the flood, we had nearly completed pile driving operations. We intend to re-mobilize to the site in late April/early May, dependent on conditions, to resume and complete the project,” Diederich stated.
As Industrial Builders, Inc. began working on the bridge, they made special efforts to insure the structure of the bridge remained intact by removing the stringers and deck planks.
“Swinging a fully assembled bridge with a crane is a bit unusual but very cool to see,” Diederich said.
The construction team will be reconstructing/re-painting the bridge in the field and then swinging it back in place. The base will be all new.
“We are replacing pieces as necessary in the superstructure but keeping as much of the historic steel intact though it will be sandblasted and repainted and look much fresher. Coordinating the new parts with the old makes this an interesting project with a lot of moving parts,” Diederich explained.
The construction and rehabilitation of the bridge will continue through the summer and fall with the NDDOT and Industrial Builders projecting the revitalized bridge to be reset and open for traffic by 2018.
This is an extremely interesting bridge due to its 1916 construction date. It was built at a time when riveted connections had long since replaced pinned connections. It was also built by an obscure company. Hopefully the state of North Dakota is aware of the significance of this one and it gets preserved.
This bridge is currently closed to traffic, due to serious deck deterioration (including two large holes near the west end). We did a deck delamination survey of the bridge in late April. Polk (MN) and Traill (ND) counties are trying to decide whether to repair the deck, replace the deck or replace the bridge.
Is this bridge still available
I think this guy is related to the one who took out the freshly restored covered bridge in PA. As I've known some very intelligent people that drove trucks, I'm fighting the strong urge to generalize.
Oversize load on bridge
Bridge does not carry I-94, but carries Buisness I-94/US-10, the main road in Fargo (I-94 is NOT the main east/west route for traffic). Have changed as such
is this bridge for sale? thanks steve
Two truss bridges are used by the trolley. The trolley site has some inconsistent information calling into question the date of this rail line, and the original location and build dates of the bridges.
Is that your crane in the photo, Steve?
please note i will pay for this bridge and take down at no charge to you thanks steve. ps have crain
The bridge here was actually done in four sections. Two Minnesota approaches in 2009 and 2010, then the ND approaches in 2011 and 2013. I doubt the girders are next. They aren't particularly old, and I believe they were strengthened not too long ago.
This bridge is in the process of being replaced. Last year the Moorhead portion of the trestle was replaced with steel and concrete trestle. The Fargo portion is being replaced this year and the main spans will most likely go after that. More information here: http://www.wday.com/event/article/id/86338/group/News/
Hard to believe as it may be in North Dakota, this bridge may be spared demolition and given the preservation it deserves. http://www.minotdailynews.com/page/content.detail/id/571190/...
Where's the bridge....?
With the completion of the newer, "built to withstand 100 year floods" bridge in October 2010 time was ticking on the fate of the old Drayton Bridge ... ticking in that on February 22, 2011 NDDOT decided to throw a party and blow it to smithereens ... Smithereens, North Dakota.
Can really see it in picture 5.
does anyone else notice some damage on one of the endposts?
Yeah...... I won't shed a tear over a MOB!
I just hope nobody was hurt.
Here is a photo of this bridge during the massive floods. The bridge is in the distance. Another truss bridge in town is visible closer to the photographer. http://www.flickr.com/photos/ndguard/5873910530/in/photostre...
Another photo of the bridge during floods here:
And finally, the historic bridge stands tall during the floods, while a feeble modern "Con-Tech" style MOB (Mail Order Bridge) succumbs to the effects of the flood. This modern bridge actually obstructed floodwaters and presented such a hazard that it was removed during the flooding.
Here is a photo of this bridge during the massive flooding:
The river this bridge crosses is more commonly known as the Souris River (it sometimes is called the Mouse River in the U.S.) and is the river that is in the news for its unprecedented flooding. Unfortunately, that might well spell the end for a bridge like this.
By the way, the 1940 date is clearly incorrect, this seems to be a ca 1905 bridge. I wonder if this bridge was relocated in that year.
Beautiful restoration of this span..... But I've said it before and I'll say it again....... PLEASE,PLEASE,PLEASE mount the height limit bars independently and placed back several hundred feet from the portals......And NOT attached to the bridge!
I know, I know......being nit-picky!
This bridge was removed in 2009 during a drain board project and replaced with a culvert.
This bridge is currently closed to the public. The bridge was closed due to abutment problems. The bridge was damaged in the flood of 2009 and fell into the Elm river. The concrete deck was removed and the bridge was lifted by crane out of the river channel and is being staged on the closed roadway until a structural analysis can be conducted by the engineering firm and the bridge will be put up for adoption, after one year if not adopted the bridge shall be removed and salvaged.
This bridge was replaced in 2009 using federal dollars under the NDDOT and Traill County and MNDOT and Norman County. The new bridge was constructed by Swingen Construction of Grand Forks ND. This bridge is on Traill County highway 13 and connects to Norman County highway 3.
This bridge is open to the public.
This bridge was closed to the public. The bridge was removed and replaced with a culvert. The bridge site is on a township gravel road.
This bridge has gone through a rehab and was restored using historical funds and federal dollars. This bridge is back and open to the public. But the bridge has been posted to a 7 ton maximum and is restricted from trucks and large vehicles. The height of the bridge has been reduced to help keep the heavy equipment off the bridge. There will be a official ribbon cutting and historical ceremony sometime this summer. Thanks.
Yup, it's me, Mr. Useless Information himself. I've been in winter hibernation, the bridges up here are still buried in snowplow dropoff (like my mailbox) but quadrants are starting to show up again. (So did my mailbox this past week.) My shutter finger is itchin' to go bridge hunting again soon!
Is it really you?....Long time no comment......
Yeah.......I honestly did know that MTH were British.....but hey it sounded good at the time!
I didn't know any of that stuff though.....you are an absolute treasure trove of information! :)
Considering that Mott the Hoople was a Brit band, I doubt that connection, however, the University of Southern North Dakota at Hoople has the largest collection of manuscripts by P.D.Q. Bach, in fact, more than fourscore of scores.
Prof. Peter Schickele used to broadcast his "Report from Hoople" on the university's radio station, WOOF. His broadcasts included such notable P.D.Q Bach compositions as the Echo Sonata for Two Unfriendly Groups of Instruments, Schleptet in E flat Major, Fugue in C Minor, from the “Toot” Suite for Calliope Four Hands, 1712 Overture, The Short-Tempered Clavier and Grand Serenade for an Awful Lot of Winds & Percussion.
A most valuable a historical location, no doubt.
I remember a band called "Mott the Hoople".......maybe they were from here.......
They have a fine music department there I hear.
Gerrick & Gerrick did work on the lost 15th Street Bridge in Tacoma mid 1910s. Converted it to both railroad and vehicular traffic on a swing span.
They appear to have done the same here on a lift.
Image I found of.
Good job Frank. I try to figure out missing locations of bridges too. You know Hoople is where the University of Southern North Dakota is located?
It is a shame, but I'm not surprised--Like PennDOT, NDDOT has a lousy track record when it comes to historic bridge preservation.
This bridge was demolished. The replacement bridge has arches that are meant to look like the historic bridge. They seem to have done a decent job making it look quite similar to the historic bridge except wider. They certainly did a lot better than what I normally see when an agency says that a replacement bridge will resemble the historic bridge. Despite this however, I cannot support the demolition of such a rare historic bridge.
picture I took in the fall of 2008.
This is definitely a unique bridge. I know that I have never seen one like this.
A steel cantilever bridge replaced with a concrete segmental box-girder, which are built using cantilevers. Technology may live on but material choices don't!
I've been browsing this site and just found this page. I looked at the link posted below, and apparently the bridge is now closed, to allow construction of the new one to continue. Here's the site again:
More on this bridge and the construction of the replacement bridge can be found on the website memorialbridge.info
Photo taken October 21, 2007.
Stopped on October 19, 2007. This is at the end of the road in Johnson's farmyard.
Easily seen from I94 just east of Bismarck. North side of the interstate. Just west of rest area.
Looking North. 2003
Going on 50 and still in good shape.
Building a new bridge on the south side.
View looking west.
Old and new
The ols girl is gone. I'll miss her.
This is quite similar to the beam railraod bridge within several feet next to sandstone's deck pratt truss bridge. There isn't a girder on it, however it has a fascinating history!!! It was made with only rail on the deck to allow large loads of mined sandstone slabs to be hauled and is still used today though the trains crawl across it verrry sloowwly!! This is how sandstone,mn got it's name and beautiful qaurry and river scenery! Watch for pics!!!