Minnesota Department of Transportation

511 Travel Info

Historic Bridges

Rehabilitation Projects

Rehabilitation Projects

Collage of various stages of multiple bridge rehabiliations.

Rehabilitation is a major part of preservation. Rehabilitation keeps a historic bridge in active service, carrying vehicles, bicyclists, and pedestrians, while preserving Minnesota’s transportation heritage. It involves repair and upgrading of structural and mechanical components. Through periodic rehabilitation work, along with regular maintenance, a historic bridge can stay in active service for 100 years or more.

Historic bridge rehabilitation work must comply with federal requirements called the Secretary of the Interior’s Standards for the Treatment of Historic Properties—or the Secretary’s Standards. Compliance with the 10 Standards for Rehabilitation ensures that the bridge retains historic materials and appearance while meeting engineering and accessibility requirements.

Careful inspections, regular maintenance, and rehabilitation of Minnesota’s historic bridges is ongoing statewide. Below are several current and recent projects.

Planned rehabilitation

James J. Hill Stone Arch Bridge (Bridge 27004), MnDOT state bridge

The planned rehabilitation for Bridge 27004, the iconic Stone Arch Bridge, will include a rehabilitation of all the stone on the bridge: stone arches, embankments, piers, and underwater foundations. During this work there will be disruption to the popular pedestrian path on the bridge deck, but efforts to reduce the long-term impact are still being developed. During the assessment a series of cores were taken from stone and mortar to determine their condition and assist in selecting appropriate repair materials. Also, a 3D model of the bridge was created to help facilitate the identification of repairs and will be used to guide construction activities.

When complete: all mortar joints will be repointed, minor stone cracking will be repaired, severely deteriorated stones will be re-faced with a deep veneer stone that matches the existing stone, drainage weeps and metal tie rods will be repaired, and scour and breakwater protection will be installed at the base of the piers.

The project is expected to begin in the Spring of 2022.

James J. Hill Stone Arch Bridge

Kern Bridge (Bridge L5669)

The Kern Bridge (Bridge L5669) was located in the southeast corner of South Bend Township in Blue Earth County. In winter 2020, the bridge was removed from this site, dismantled, and stored for relocation. MnDOT then advertised the bridge as available for re-use. The bridge is now planned to be rehabilitated by the City of Mankato as a pedestrian and bicycle bridge over the Blue Earth River. Although Mankato is urban, the future Kern Bridge setting is wooded, crosses the Blue Earth River and is a similar setting to the original bridge site. Pedestrians and bicyclists will access the bridge through the existing trail system. The bridge will be seen from the north via a scenic overlook and from the south via Hwy 60/Hwy 169. The bridge is planned for rehabilitation in 2024.

Kern Bridge (Bridge L5669)

Third Avenue Bridge (Bridge 2440), MnDOT state bridge

The planned rehabilitation for Bridge 2440, the Third Avenue Bridge over the Mississippi River in Minneapolis, includes removal and replacement of the deck, rehabilitation of the ornamental railing panels, and repair to piers, arch ribs, and barrel arches. When replaced, the railing will be elevated on a concrete curb to achieve the required height standard and current openings will be narrowed to code-required dimensions through the use of narrow bent bars. Spandrel columns will be removed and replaced with new spandrel cap beams closer to the original design. The character-defining Melan arches will receive extensive repairs along with proposed cathodic protection to reduce further chloride deterioration. The piers are also character-defining but badly deteriorated; therefore, piers 1 and 8 will be extensively reconstructed and remaining piers 2-7 will be repaired. North (east bank) abutment retaining walls will be partially reconstructed.

side view of bridge 2440

Overview photograph of Bridge 2440. Visible in this view are the three Melan-arch ribs in each span, a character-defining feature. (Click on image to enlarge)

10th Avenue Bridge (Bridge 2796), City of Minneapolis

The planned rehabilitation project for Bridge 2796, which carries Tenth Avenue over the Mississippi River in Minneapolis, includes replacement of the deck, sidewalk, and railings on the arch spans. Traffic lanes will be reduced from four to two, with sidewalks on both sides instead of the one sidewalk currently on the bridge. New concrete railings and light standards will be detailed similar to the original construction.

Deteriorated spandrel columns and caps beneath existing deck joints will be replaced and the number of expansion joints will be reduced in the new deck. An innovative post-tensioning technique termed the “YOWMen System” will be installed in the deck and piers. A thermal spray coating (TSC) to reduce further concrete deterioration will be sprayed on the tops of the Melan arches. All existing utilities will be removed and only two gas mains will be replaced.

The project is expected to begin in late 2019.

10th Avenue Bridge

Overview photograph of Bridge 2796.






Zumbro Parkway Bridge (Bridge 3219), Wabasha County

Wabasha County used funding from a Minnesota Historical & Cultural Heritage Grant (Legacy Grant) to develop rehabilitation plans for this 1937 multi-plate arch bridge that carries County Road 68 over a tributary of the Zumbro River. The project will include a complete repointing for the headwalls, railing, piers, and abutments, with replacement of deteriorated or missing stones. The concrete arch ring, formed to replicate a stone arch ring, will be repaired, along with deteriorated concrete in the piers and abutments. Fill over the arches will be excavated to apply a waterproofing coating to the multi-plate surface and the drainage system will be rehabilitated to assure proper functioning. Rusting arch surfaces will be cleaned and coated to slow corrosion.

Bridge 3355, MnDOT state bridge

Bridge 3355, the Whitefish Creek Bridge, carries U.S. Highway 169 over White Fish Creek, where it enters Lake Mille Lacs in Mille Lacs County. The bridge will undergo rehabilitation beginning in 2019. Historic stone masonry will be repaired and repointed, including bridge abutments, walks, and the guardrail stone wall. The bridge deck and approach lanes will be reconstructed and an integral Wyoming-type guardrail will be installed.

Bridge 3355

Overview photograph of Bridge 3355. (Click on image to enlarge)








Bridge 3589, MnDOT state bridge

The proposed rehabilitation of the 1924 (widened in 1939) Stewart River Bridge (Bridge 3589), which carries Trunk Highway 61 over the Stewart River north of Two Harbors, will involve the construction of a nearby parallel bridge to create a one-way pair. With completion of the new bridge, rehabilitation will begin on the historic bridge. The work is anticipated to include repairs to the concrete arch and wingwalls and a reconfiguration of the roadway and sidewalks, with consideration given to rehabilitation of the historic railing.

Bridge 3355: view from the riverbank

Overview photograph of Bridge 3589. (Click on image to enlarge)








Split Rock Bridge (Bridge 5744), Eden Township

The Split Rock Bridge (Bridge 5744) is a true stone-arch structure, built by the Works Progress Administration (WPA) in 1938, carrying County Road 54 over Split Rock Creek near Ihlen in Pipestone County. Rehabilitation plans were prepared with funding from a Minnesota Historical & Cultural Heritage Grant (Legacy Grant). The roadway and fill will be removed above the stone arch and all stone masonry on the interior and exterior will be repointed. The upper surface of the arch will be protected by waterproofing before the fill is replaced. Deteriorated sections of the railings and upper wing walls will be reconstructed using replacement stones where necessary from the Jasper Quarry located four miles south of the bridge, which is the source of the original stone for the bridge. All work will comply with the Secretary of the Interior’s Standards for Rehabilitation.

Whitewater Culverts (Bridge 8592, Bridge 8593, Bridge 8594, and Bridge 8595)

The four culverts are in fair to poor condition and a basic rehabilitation is planned for each one. Included will be a selective replacement of cracked and unsound stones, reconstruction of severely deteriorated sections, and repointing overall. The existing stone floors will be repointed or reconstructed and a new protective concrete overlay will replace the existing overlay to protect against scour and erosion from the high-velocity water. Geo-grid soil reinforcement will be installed where needed for slope reinforcement. Flume walls will be repaired or reconstructed and also extended where necessary. The I-beams added to the metal multi-plate arch in Bridge 8593 will be removed and corroded partial plate sections will be replaced.

Whitewater Culverts: corroded sections

The corroded sections of the multi-plate arch of Bridge 8594, outlined in yellow, will be replaced. (Click on image to enlarge)

Whitewater Culverts: eroded floor

The eroded and broken floor of Bridge 8593, which will be removed and replaced with a new stone floor and protective concrete overlay. (Click on image to enlarge)

Whitewater Culverts

The corroded steel I-beam added above the arch of Bridge 8593 to retain the eroding roadway slope will be removed and the slope secured with a new geo-grid system concealed beneath the soil. (Click on image to enlarge)

Whitewater Culverts: eroded flume wall

The eroded flume wall at the west side of Bridge 8595 (at arrow) will be extended about six feet to mitigate severe erosion of the slope. The new extension will be constructed of similar limestone, but set back about six inches to differentiate if from the original wall. The step-like construction functions as a dissipater to decrease energy in the water flow and reduce erosion. (Click on image to enlarge)

Waterford Bridge (Bridge L3275), Waterford Township

Using funding from a Minnesota Historical & Cultural Heritage Grant (Legacy Grant), Waterford Township has prepared plans for the rehabilitation of Bridge L3275, a historic Camelback through truss crossing the Cannon River near Northfield in Dakota County. The planned project, designed to comply with the Secretary of the Interior’s Standards for Rehabilitation, will reconstruct elements of the concrete abutments and remove and reconstruct the concrete deck. Existing bearings will be replaced with modern bearings. Selected gusset plates will be modified with steel plates and the existing railings will be replaced with new code-compliant railings. The trusses and floor system will be blasted and repainted and the one existing historic bridge plaque will be refurbished and replicated to replace the second and missing plaque.

Spring Brook Bridge (Bridge L4646)

Using funding from a Minnesota Historical & Cultural Heritage Grant (Legacy Grant), the City of Beaver Creek, Rock County, has prepared plans for the rehabilitation of the historic Bridge L4646, constructed in 1911 to carry Sixth Street over Spring Brook. Perley N. Gillham, a local bridge builder, designed this important early reinforced-concrete bridge. The planned rehabilitation will repair all deteriorated elements of the existing concrete, including spalled surfaces, cracks, and delaminated areas. The existing gravel road surface will be removed to expose the top of the concrete arch for repair and waterproofing. All work will be completed in compliance with the Secretary of the Interior’s Standards for Rehabilitation.

Third Street Bridge (Bridge L5391), City of Cannon Falls

The planned rehabilitation project for Bridge L5391, the Third Street Bridge in Cannon Falls, will include repairs to components of the steel trusses and to elements of the floor system. The existing truss bearings will be replaced with new elastomeric bearing pads. Deteriorated and missing railing endposts will be replaced with cast replicas. The existing timber bridge deck will be replaced with a new concrete deck. The backwalls of the existing concrete abutments will be removed and replaced to facilitate expansion and contraction and the abutments will be protected with limestone riprap to prevent undermining and future movement. The rehabilitated trusses will be repainted in a historically appropriate neutral gray. The rare existing name and date plaques above each portal will be cleaned and preserve

Third Street Bridge: before rehabilitation

The Third Street Bridge before rehabilitation. At the end of the railing on the left is an original but deteriorated ornamental cast-iron endpost. The endpost is missing from the railing on the right. Also visible is the existing wood-plank deck, to be replaced with a new concrete deck. Above the portal is one of the two rare original plaques with the name of the bridge builder, A.Y. Bayne & Co., and the year, 1909. (Click on image to enlarge)

Third Street Bridge

Detail of one of the original surviving cast-iron ornamental railing endposts. (Click on image to enlarge)

Bridge L7075

Repairs to extend the service life of Bridge L7075 included removing fill over the multi-plate arch to allow repairs to the metal arches. New, protective, structural concrete infill was placed over the arch and waterproofed. The concrete is below the headwalls and beneath the new bituminous driving surface so it is not visible. Missing stones in the masonry were replaced and all exterior masonry surfaces were repointed. The project was completed in 2016 using Town Bridge Funds.

Bridge L7075, View of Bridge L7075 following completion of the 2016 rehabilitation

View of Bridge L7075 following completion of the 2016 rehabilitation project. (Click on image to enlarge)

Bridge L7075, Placement of rebar over the original multi-plate metal arches

Placement of rebar over the original multi-plate metal arches in preparation for pouring the new protective structural concrete. (Click on image to enlarge)

Bridge L7075, Repaired and repointed section of the bridge railing

Repaired and repointed section of the bridge railing. A design exception allowed retention of the original stone masonry railings to avoid removal and replacement with a modern vehicular barrier. (Click on image to enlarge)

Bridge L7075, Interior view of one of the dewatered multi-plate arches

Interior view of one of the dewatered multi-plate arches, allowing repair of the concrete footings. (Click on image to enlarge)

Recently rehabilitated

In the last 20 years, Minnesota bridge owners have rehabilitated more than 40 historic bridges. Below are several recently completed examples.

Completed in 2020

Stillwater Lift Bridge (Bridge 4654)

On August 2, 2017, MnDOT redirected all vehicular traffic from the historic Stillwater Lift Bridge to the nearby new St. Croix Crossing bridge. The Stillwater Lift Bridge’s closure formally ended its 86-year-life as a major vehicular transportation crossing of the St. Croix River. The subsequent two-year rehabilitation project has converted the bridge to pedestrian and bicycle service on a new trail system. Still subject to federal navigation regulations, the lift span continues to operate on an official schedule.

The conversion project included a significant rehabilitation of all parts of the bridge, including the mechanical lift machinery and upgrades to the system’s electronics. Necessary repairs were made to the bridge tender’s house and some structural members. Railings and sidewalks were reconfigured to meet requirements of the Americans with Disabilities Act (ADA). Historic lights and the concrete balustrade were restored and the entire bridge was repainted in its original green color. A significant feature, the approach concourse on the downtown Stillwater end, was reconstructed to bring back its original surface configuration. All rehabilitation and repair work was completed in compliance with the Secretary of the Interior’s Standards for the Rehabilitation of Historic Properties.

Stillwater Lift Bridge: mid-rehabilitation

The Lift Bridge, still in the midst of rehabilitation, shows the original green paint. (Click on image to enlarge)

Stillwater Lift Bridge: bridge truss span floating on a barge

One of the bridge truss spans, Span 6, is separated from the bridge and floated off to the side to open a navigation channel while the lift span is fixed in place for repairs. (Click on image to enlarge)

Stillwater Lift Bridge: boat navigating open span

A pleasure boat sails through the navigation open channel left by the temporary removal of Span 6. (Click on image to enlarge)

Stillwater Lift Bridge: lift towers under rehabilitation

One of the two lift towers is surrounded by scaffolding while the other is shrouded in protective fabric to contain airborne materials while the steel is blasted and painted. Visible in the background is Span 6, floated out to create a navigation channel while the lift span and towers are being repaired and painted. (Click on image to enlarge)

Stillwater Lift Bridge: downtaon stillwater from the raised lift span

Downtown Stillwater viewed from the end of the lift span, high in the air. (Click on image to enlarge)

Stillwater Lift Bridge: interior of bridge tender's house

View inside the bridge tender’s house. (Click on image to enlarge)

Completed in 2019

Garrison Pedestrian Underpass (Bridge 5265), MnDOT state bridge

Bridge 5265, the Garrison Pedestrian Underpass, was built in 1938 by the Civilian Conservation Corps as part of an extensive wayside development project in the vicinity of Mille Lacs Lake, Crow Wing County. It is an Armco multi-plate corrugated-steel arch with stone masonry headwalls. As part of the rehabilitation project, completed in 2019, the deteriorated metal multi-plate arch was repaired and reinforced with replacement steel and the stone masonry was repaired and restored. A new concrete bridge deck was added.

bridge 5265

Overview photograph of Bridge 5265. (Click on image to enlarge)

bridge 5265: workers carefully dismantling the stone headwall

Dismantling the granite stone headwall on the east side of the bridge. (Click on image to enlarge)







bridge 5265: view of the uncovered multiplate arch

Removing the roadway and all fill covering the steel multi-plate arch between the headwalls, preparing for repairs. (Click on image to enlarge)

bridge 5265: inspecting the seam between the old and new plates

Bolting new steel plates into the multi-plate arch. (Click on image to enlarge)

bridge 5265: original manufacturer's stamp

Detail of manufacturer’s original stamp on steel multi-plate arch. (Click on image to enlarge)

bridge 5265: two workers repointing mortar

Repointing the mortar on the granite headwall. (Click on image to enlarge)

Winona Bridge (Bridge 5900), MnDOT state bridge

The 1942 Winona Bridge (Bridge 5900) completed a full rehabilitation in 2019. To accommodate increased traffic between Minnesota and Wisconsin, a second and parallel Mississippi River bridge was first built just upstream in 2016. At that point, all traffic was temporarily shifted to the new bridge and the historic bridge was closed for rehabilitation. Both bridges are now open to traffic as a one-way pair.

The three, steel, cantilevered, through-truss spans across the river—the bridge’s most significant feature—received extensive steel repairs, completed in compliance with the Secretary of the Interior’s Standards. Truss members also were retrofitted for internal redundancy as a state-required safety measure. These main spans retain all historic features and character.

The steel deck-truss approach spans on each end of the through trusses, also significant features, were removed and replaced with replica trusses using modern steel materials and construction techniques. The concrete approach spans on the south or downtown Winona side of the river were replaced with new prestressed-concrete spans in a modern design reflecting the materials and character of the original spans. At each end, the abutments of the historic and the new bridges are situated side-by-side in a complimentary arrangement, with original historic features replicated in the reconstructed abutments.

Videos of the Winona Bridge (Bridge 5900).

Winona Bridge freshly painted cantilever truss spans

Newly rehabilitated and freshly painted main cantilever truss spans await installation of new railings and roadway lights before opening to traffic. (Click on image to enlarge)

Winona Bridge, side by side view of the approach spans

Side-by-side view of the new 2016 Mississippi River bridge on the left and the south (downtown Winona) concrete approach spans of the rehabilitated historic bridge on the right. (Click on image to enlarge)

Cleaned and reinstalled brinck pavers beneath bridth approach span

The historic brick pavers, now cleaned and reinstalled beneath the reconstructed south or downtown Winona approach spans of the historic bridge.(Click on image to enlarge)

Steelworker completing repairs on the Winona Bridge

Steelworkers complete repairs on the top chord of the main truss span, high over the Mississippi River. (Click on image to enlarge)

Winona Bridge new deck truss

The new deck trusses, in place and awaiting the pouring of the concrete deck. (Click on image to enlarge)

Winona Bridge replica deck trusses waiting to be lifted into position

Two of the replica deck trusses wait for the crane to lift them into position atop the concrete piers on the left. The new 2016 bridge is in the background, behind the crane. (Click on image to enlarge)

Boom Island Bridge (Bridge 93835)

The Boom Island Bridge (Bridge 93835) was originally built in 1901 by the Wisconsin Central Railway Company to provide rail access from Nicollet Island across the Mississippi River channel to its new railroad yard on Boom Island. The Pratt through-truss was designed by Charles F. Loweth, an important Minnesota bridge engineer. The rail yard and buildings were removed around 1970 and the area was converted into today’s park. The bridge was converted from rail to bicycle and pedestrian use.

In 2018-2019 the bridge was rehabilitated. The existing timber deck was removed and steel repairs were completed to deteriorated parts of the floor support system. A new wood plank deck was installed. When in service as a railroad bridge, there was no railing. The chain-link fence added for pedestrian use was replaced with a new metal tube and cable railing with safe narrow openings. Concrete abutments were repaired. The entire bridge was cleaned of deteriorated old paint and repainted and sealed to minimize the development of pack rust.

Boom Island Bridge: timber decking partially removed

Removing the timber deck to repair the steel floor support system. (Click on image to enlarge)

Boom Island Bridge: workers removing timber decking

Completing repairs to the floor support system before installing the new plank deck. Photo courtesy of the Minneapolis Park and Recreation Board. (Click on image to enlarge)

Boom Island Bridge: new plnk deck installed

The new plank deck and new post and cable railing. (Click on image to enlarge)

Boom Island Bridge

Boom Island Bridge following completion of the rehabilitation project. (Click on image to enlarge)

Completed in 2018

Broadway Bridge (Bridge 4930), MnDOT state bridge

The Broadway Bridge (Bridge 4930) carries State Highway 99 over the Minnesota River at Saint Peter in Nicollet County. This two-span, steel, through truss bridge was completed in 1931. To accommodate river currents, the center pier between the two Pennsylvania-type truss spans was designed at an angle, or skewed, in relation to the bridge ends at the abutments. That skewed pier alignment required an unusual arrangement of trusses on the upstream and downstream sides of the bridge, contributing to the structure’s historic significance.

During the rehabilitation in 2017-2018, the steel trusses were repaired and repainted in the historic color of dark green. The concrete abutments and approaches were repaired and reconstructed with surfaces carefully finished to match the original concrete. The truss floor beams and other members were strengthened to accommodate current vehicular loads and a new concrete deck was poured. The historic lights on the bridge and approaches were refurbished and replicated where necessary. An extended concrete embankment wall was erected in front of the west abutment to protect the foundation from erosion by the river, which changes depth constantly and is subject to seasonal flooding.

aerial view of broadway bridge

Looking north at the newly rehabilitated bridge. (Click on image to enlarge)

front of Broadway bridge

View of the rehabilitated bridge painted in its original green, with refurbished historic lights, looking east from downtown St. Peter. (Click on image to enlarge)






crew painting Broadway Bridge

Sandblasting old paint off the steel inside an encapsulated truss span and preparing to repaint the truss in historic green. (Click on image to enlarge)

front of Broadway bridge during construction

The truss spans with the concrete deck removed, uncovering the steel floor system so it can be repaired. (Click on image to enlarge)

John F. Kennedy Memorial Bridge (Bridge 9090), MnDOT state bridge

The rehabilitation project for Bridge 9090, the Kennedy Memorial Bridge that carries U.S. Highway 2 over the Red River of the North at East Grand Forks, was completed in 2018. One of its three river piers was replaced with a similar pier that is one foot wider to facilitate future jacking of the west truss for repairs or resetting bearings. A new replacement concrete deck now includes a pedestrian-bike path separated from vehicles with a concrete barrier. The bridge railing was reconstructed with the original aluminum posts and rails, but mounted on a higher concrete parapet to meet modern safety standards. The truss floor beams were strengthened, the truss bearings were replaced, and a pin-and-hanger system that allows the bridge to move was replaced. After minor repairs, the large trusses were repainted in the original metallic color.

John F. Kennedy Memorial Bridge: replacement pier

The new replacement pier. (Click on image to enlarge)

John F. Kennedy Memorial Bridge: raised railing

The new, raised, concrete parapet, waiting for the reinstallation of the original aluminum railing on top. (Click on image to enlarge)






John F. Kennedy Memorial Bridge: new pin and hanger units

Aligned down the center are the replacement “pin and hanger” units that allow the slight movement of the bridge deck segments.. (Click on image to enlarge)

John F. Kennedy Memorial Bridge

Historical consultant Sue Granger of Gemini Research in Morris watches the rehabilitation work underway at the Kennedy Memorial Bridge. (Click on image to enlarge)

Beaver Bay Bridge (Bridge 9395), MnDOT state bridge

Bridge 9395 is a three-span, continuous, steel-girder structure. It carries State Highway 61 over the deep gorge of the Beaver River in the municipality of Beaver Bay, along Lake Superior’s north shore, in Lake County. It is significant as Minnesota’s first major highway bridge with welded girders. Standard practice before this was to “roll” hot, malleable steel into a girder or to rivet together steel plates and angles to “build up” a girder. Welding reduced the size and weight of girders, lowered fabrication time and cost, and decreased maintenance requirements. Bridge 9395 was built in two stages, one side in 1958 and the other in 1959, and was essentially two mirror-image structures separated lengthwise by a 1-inch gap. While sharing abutments and piers, these superstructures were not physically linked but effectively functioned as a single structure.

In 2017-2018, MnDOT rehabilitated Bridge 9395 to address deterioration of the deck and girders. The deck’s condition was so poor that it had to be completely replaced. This was an opportunity for MnDOT bridge engineers to consider reconfiguring the deck in light of today’s design standards and to accommodate a request by the Minnesota Department of Natural Resources for a pedestrian/bicycle lane for the new Gitchi-Gami State Trail. The engineers eliminated the 1-inch center gap and made the deck continuous, incorporating a protected 12-foot lane for the trail on the northwest side.

The original deck was flanked by concrete barriers topped by two-pipe aluminum railings. The barriers did not meet current safety requirements, but the aluminum railings were an important aspect of the bridge’s visual character. The contractor carefully removed the aluminum railings and kept them in a secure location while completing work on the new deck. MnDOT’s bridge engineers reviewed modern crash-tested barriers and selected the TL-4 design (known as the Nebraska Department of Roads Concrete Bridge Rail) as the closest in appearance to the historic barriers. These were installed on the new deck and the aluminum railings were mounted on top. The original bronze bridge plaques were attached to the new concrete end posts.

Beneath the deck, the original wind bracing was producing fatigue cracks in the girders. To stop the damage but retain this historic feature, splice plates with slotted holes were added to the bracing to allow movement. While the original design had too much wind bracing, the lateral bracing was insufficient, and six rows of new diaphragms had to be installed. Angle stiffeners for the diaphragms were bolted to the girders with hex-head bolts to differentiate them from original girder splice plates, which were riveted in place. All of these elements and the girders received fresh paint, which matched the historic color as closely as possible.

Side angle of bridge before rehab.

The bridge in July 2015, before the rehab project began, with the original concrete barriers. (Click on image to enlarge)

Below deck image of piers.

A metal strip below the deck covers the gap between the two halves of the deck before the rehab. (Click on image to enlarge)







bridge during construction from side.

Rehab work was done from a construction platform suspended below the girders, over the deep gorge of the Beaver River. (Click on image to enlarge)

close up image of bracing splice plates.

The insertion of wind bracing splice plates with non-tightening bolts allowed the original bracing to remain without causing fatigue cracks. (Click on image to enlarge)

x figure bridge brace.

To provide additional lateral bracing for the girders, six rows of new diaphragms were added beneath the deck. (Click on image to enlarge)

side close up view of diaphragms.

New diaphragms were attached with hexagonal-headed bolts (center) to distinguish them from the riveted connections (left) on original girder splice places. (Click on image to enlarge)

bridge worker posing with paint sample.

Samples of the color for the new paint were examined on site. (Click on image to enlarge)

bridge railing.

The original two-pipe aluminum railing was mounted on the new concrete barrier. (Click on image to enlarge)

under bridge deck.

The deck is continuous after the rehab and the girders are freshly painted. (Click on image to enlarge)

side view of bridge after rehabiliated.

Bridge 9395 in August 2018, after the rehab project was completed. (Click on image to enlarge)