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35 W FreewayTraffic on 35 W in 1978, once known as Lyndale Avenue.
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Lyndale Avenue Perhaps one of the oldest photos in our collection showing Lyndale Avenue, now the 35W Freeway near Highway 13.
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Nicollet Avenue 1979What is today the Heart of the City at Nicollet and Burnsville Parkway.
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Cedar Avenue Bridge 1980Another view of the Cedar Avenue Bridge.
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Cedar Avenue Bridge 1980The "new" Cedar Avenue Bridge.
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Cedar Avenue Bridge undatedAn early photo of the Cedar Avenue Bridge connecting Eagan/Burnsville with Bloomington area through Nicols.
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Cedar Avenue Bridge 1980Another view of the Cedar Avenue bridge.
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Old Cedar Bridge replacementPortions of the Cedar Avenue Bridge are removed for the new bridge.

The original Old Cedar Avenue Bridge was built in 1890. The bridge that stands now was built in 1920 and carried automobile traffic into the 1990s. The narrow span continued operation as a bicycle trail until 2002 when it was deemed too unsafe. In 2008, $2 million in state funding was approved to reopen the bridge to bicyclists and pedestrians. Back when the old structure was the main crossing, heavy traffic delays would occur because of the bridge's small size and the need to operate the swing segment to let boat traffic pass. The modern bridge has three lanes in each direction, in addition to a shoulder which is often used by buses to get past traffic slowdowns.
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Summer Road work 1970sA timeless photo shows summer road work at an unidentified Burnsville street.
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Burnsville Parkway 2017Looking at Burnsville Parkway, near the Diamondhead Mall School District building.
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Billy Goat Bridge replica at Neil ParkNeill park, the Billy Goat bridge replica photo 2017 by M. P. Kelleher. From a 1991 memo.

October 15, 1991
Ed Kodet
Kodet Architectural Group Ltd 15 Groveland Terrace Minneapolis, MN 55403

Dear Ed,

As we discussed over the phone, the City would like to build a small footbridge in one of our parks that would resemble the historical landmark Billy Goat Bridge, which was torn down several years ago. Our concept is to have the basic support system for the footbridge made out of structural steel and then put on a facade of wood which would capture the essence of Billy Goat Bridge.

I have attached drawings showing what we are proposing. All the structural strength would come from the steel girders. The wooden post headers would be for appearance only. They would be attached to the bridge, but are not intended to be load bearing.

The bridge will be approximately 6 feet wide and would be for foot traffic only. It is not intended for use by cars or
motorcycles. A small utility cart would be the only vehicle which might go over it on a regular basis. Even that could be
eliminated if necessary or appropriate.

The City would like to have a structural engineer look at our design and determine if the structural elements, primarily the steel girders, are sufficient for our purposes. We are not looking for feedback on the aesthetic design, facade or non-load bearing elements.

I would appreciate it if you could have one of your structural engineers take a look at the design for us. If you have any questions or need some more information, please feel free to give me or Dave Grommesch, our landscape technician, a call.
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Billy Goat BridgeAn early winter photo of Billy Goat Bridge.
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Replica of Billy Goat Bridge at Neil ParkNeill park. the Billy Goat bridge replica 2017. Photo by M.P. Kelleher
billy_goat_bridge_bridging_old_and_new_79.pdf
Billy Goat Bridge - Bridging the old and the new 1979 (4 pages)(In 1987 Billy Goat Bridge would be removed) In 1979 the Burnsville Current tells the history of Burnsville's famous wooden bridge.
billy_goat_bridge_may_be_replaced_1976.pdf
Billy Goat Bridge May be replaced 1976In 1987 Billy Goat Bridge would be removed, but in 1976 the Dakota County Tribune reports on the Burnsville City Council's discussions about the "historic" wooden bridge.
billy_goat_bridge_to_be_replaced_1976.pdf
Billy Goat Bridge will be replaced 1976Although in 1987 Billy Goat Bridge would be removed, in 1976 the Burnsville City Council began addressing the issue of the old historic bridge. In the December 23, 1976 Dakota County Tribune it is reported: A Burnsville request for $440,000 in state funds to replace Billy Goat Bridge is consistent with regional plans and goals the Metropolitan Council Physical Development Committee said December 16.

Burnsville has asked to replace the bridge with a structure that can handle the estimated 1985 traffic flow on Burnsville Crosstown of 10,000 vehicles per day.
black_dog_road_to_close_2014.pdf
Black Dog Road closes to public 2014 (2 pages)Black Dog Road in Burnsville is often damaged by flooding and hard to maintain. Opened in 1968, the road closed permanently to the public in July, 2014 becoming a private drive-way to the Xcel Energy Black Dog plant.
Bridge_dismantled2017_01_18_11_53_22.pdf
Cedar Ave Bridge Dismantled 1980Sun Del Stelling November 18, 1980
Old Cedar Ave. bridge going down

After 90 years of service to the Minnesota Valley area, the old Cedar Avenue bridge is finally being dis­ mantled,
A construction crew recently com­menced the task of tearing up the old wooden floor of the bridge and mak­ing preparation for the dismantling of the steel work.
According to a spokesman for the Minnesota Department of Transpor­tation (MnDOT), the removal project is expected to be completed by April, 1981.
Meanwhile, traffic is moving smoothly over the new bridge, which was opened late last month, provid­ing three lanes of traffic in either direction.
Commenced four years ago, the new bridge and the reconstruction of TH 77 was completed at a cost of approximately $56 million.
A pedestrian bridge, adjoining the bridge to the east will be constructed, with completion expected in late summer of 1981.
The MnDOT spokesman said the new bridge will eventually relieve rush hour congestion op the Interstate 35W bridge between Burnsville and Bloomington and also on the Mendota bridge.
Buses of the Metropolitan Transit Commission are already using the new structure.
bridge_to_be_moved87.pdf
Billy Goat Bridge to be moved 2 pagesApril 15, 1987. After nearly a decade of discussion, Billy Goat Bridge was removed in the summer of 1987.
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The Lyndale BridgeOn a way, Burnsville came of age in 1920 when it got its own bridge over the Minnesota River at Lyndale. (The Cedar Avenue bridge had been built in about 1896.) This was a unique structure in that it was a draw bridge. This would allow river traffic to continue reaching landings upstream. During WWII planners at Cargill took advantage of this, when they proposed building ocean-going U.S. Navy ships at their yard in Savage,, just on the Burnsville border. 28 tankers and 8 tugs were fabricated and the drawbridge allowed them to pass. The finish work was done in the New Orleans area. This enterprising idea allowed the workforce here to participate and benefit in the war construction boom.
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Burnsville Street Crews 2015Crew members shovel blacktop from a "hotbox" which keeps the material around 260 degrees. Other crew members follow behind with lutes to smooth out the asphalt in preparation for a big roller that will finish the job. The City of Burnsville goes through 1,800 tons of asphalt during the year -- and that's just for patching and maintenace; additonal tons are used in large street projects.
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The Burnsville Transit Station - 2017The Burnsville Transit Station is a transit facility located in the downtown vicinity of Burnsville, Minnesota, and is the flagship station of the Minnesota Valley Transit Authority. This was the site of the Lucky Twin movie drive-in. Photo shows the view from Highway 13.
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BV Road System HistoryThe history of the roadway system in The City of Burnsville starts with a story about a road and the role it played in the evolution of the city. In (?) The City of Bloomington started a legal process to annex Burnsville Township and thereby make it a part of Bloomington. The goal of course was to include the Blackdog power plant inside their corporate limits and as a result realize enormous tax revenues. The issue was debated long and loud in court, but one of the deciding factors was testimony by Burnsville Town Board member, Wally Day. Wally testified that for many years there had been a road that ran along the Minnesota River from St. Paul to Shakopee. (What we now know as Blackdog Road.) Apparently the existence of that public road gave an indication to the Judge that a boundary did exist between the two governments and allowed him to rule in favor of Burnsville. Shortly after that issue was settled, the necessary community
planning was completed and the proper foundation laid that ultimately led to the city, as we know it today.
The Burnsville comprehensive plan was completed in 1965. A very important element of the plan was the chapters on infrastructure including the roadway system. In 1965, Interstate 35W was only completed as far south as T.H. 13. The River Bridge had been built and opened to traffic, but the roadway to the south was just in the planning and design stage. 135E, meanwhile, was only in the very early planning stages and in fact did not become a reality until the 1980’s and Highway 13 was nothing more than a two-lane road. Certainly these three highways formed the “backbone” ofthe transportation system in Burnsville at that time. Many needs were identified during those years and it is surprising how many of those “needs” became a reality in one form or another.


There was a need to establish a cross-town route including a land access interchange on I35W somewhere just south of highway 13. This became what we know today as the “Burnsville Parkway”. The idea was to reconnect the two neighborhoods in the center of the city that were severed by 35W. This location was seen as the highest priority since it not only provided the connection mentioned early but also provided tremendous potential for commercial development. This 35W interchange was built in the late 1960’s and the “crosstown” was rapidly extended both east and west in the years that followed.
Another shortcoming of 35W was the plan to only allow access to and from Co. Rd. 42 from the north. The same was true at Crystal Lk. Road where access was only allowed to and from the south. The resulting problem was the limited access to the obvious immense commercial and industrial potential at the intersection of these roads. Although not a total solution, a partial answer was obtained when 35E was built and ramps to and from the south were provided at that location. Now someone from southern Minnesota or from Iowa could gain access to this regional center at an easily recognizable location and likewise find there way home without wandering through the local street system.

One major feature of the Burnsville transportation system whose skeleton could be seen in the early comprehensive plan was the Ring Road system around the Regional center at Co. Rd. 42 and 335W. The early plan did not clearly identify the southerly crossing of 35W and 35E although other major streets such as Bumhaven Dr. could be seen. In 1972 a consultant, Barton-Aschmann, was hired to do a study in the Burnsville center area. The concept that came out o f that study was the ring-road plan. These streets would surround the center with thoroughfares that would allow shopping trips and other internal city trips to be made on the ring route without getting on the congested Interstate system or on Co. Rd 42.
Although the idea of a ring route was good, the cost was high. Two new crossings of the freeways, Bumhaven Dr., Co. Rd. 5, Portland Ave. Co. Rd. 11, Southcross Dr., 150th Street, and McAndrews Rd. all added up to a tremendous public investment. It was seen as worth it, however and partnerships were put together involving the City, Dakota Co., MN/DOT, local business people and landowners. To finance the local share a unique idea that originated here in Burnsville was suggested. It was called an area assessment. The idea was that property would pay a fair share of the roadway cost based upon the amount of traffic it contributed to the roadway system. Although somewhat controversial it was ultimately successful and resulted in a system envied by many others.
There were several other early ideas that never were instituted. Some o f these may still occur, although given the level of development and the need for open space and parkland, commencement of these projects is doubtful. A few of them are:
• A major east-west street connection into Scott County south o f County Road 42.
• Two Major connections into Apple Valley, one just south of Alimagnet Lake
and the other near Crystal Lk.
• A connection to the Orchard Gardens area from 150thStreet.
The Burnsville thoroughfare system as it was planned many years ago and as it exists today is the envy o f many other cities in this metropolitan area. It is a credit to the original pioneers who dared to dream what this city could look like and who had the foresight to put the plans in place. It is also a credit to the many elected officials and city staff who found the necessary financial resources and had the internal fortitude to see the plan completed. Many times, while under intense public pressure, it would have been much easier to say it simply is not worth it and as a result done nothing. But rather, good long-range thinking prevailed and today The City of Burnsville enjoys a transportation system second to none.
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Artist drawing of Billy Goat BridgeArtist Barb Starner created a series of Burnsville historic sites for the 1988 Cornerstone Copy calendar.
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Line drawing 1988 - Cedar Avenue BridgeArtist Barb Starner created a series of Burnsville historic sites for the 1988 Cornerstone Copy calendar.
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Cedar Avenue Bridge 2017The Cedar Avenue Bridge carries Minnesota State Highway 77 across the Minnesota River between the Minneapolis-St. Paul suburbs of Bloomington and Eagan, Minnesota. The two parallel crossings for northbound and southbound lanes are respectively 5,159 feet (1,572 m) and 5,185 feet (1,580 m) in length. It was built in 1979, superseding an older swing bridge by the same name that was composed of low-lying truss segments.
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Cedar Avenue Bridge 2017The Cedar Avenue Bridge carries Minnesota State Highway 77 across the Minnesota River between the Minneapolis-St. Paul suburbs of Bloomington and Eagan, Minnesota. The two parallel crossings for northbound and southbound lanes are respectively 5,159 feet (1,572 m) and 5,185 feet (1,580 m) in length. It was built in 1979, superseding an older swing bridge by the same name that was composed of low-lying truss segments.
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Cedar Avenue Bridge 2017The Cedar Avenue Bridge carries Minnesota State Highway 77 across the Minnesota River between the Minneapolis-St. Paul suburbs of Bloomington and Eagan, Minnesota. The two parallel crossings for northbound and southbound lanes are respectively 5,159 feet (1,572 m) and 5,185 feet (1,580 m) in length. It was built in 1979, superseding an older swing bridge by the same name that was composed of low-lying truss segments.
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Restored Old Cedar Avenue Bridge 2017The original Cedar Avenue Bridge serves as a path for walkers and bikers. Photo by Lisa Stefani.

The original Old Cedar Avenue Bridge was built in 1890. The bridge that stands now was built in 1920 and carried automobile traffic into the 1990s. The narrow span continued operation as a bicycle trail until 2002 when it was deemed too unsafe. In 2008, $2 million in state funding was approved to reopen the bridge to bicyclists and pedestrians.
Cedar_Avenue_Opening.pdf
Cedar Avenue Freeway DedicationOctober 30, 1980
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