After the C&P entered receivership in 1876, the Chicago, Milwaukee & St. Paul purchased the assets of the C&P in 1880. After the line was double tracked through the City of Chicago in 1886, traffic grew substantially on the route.
The double track led to accidents at grade crossings, which were at every block at the time. In 1899, the tracks were elevated between Ashland Avenue and the Chicago River. In addition, the tracks were elevated between the junction of the north/south Milwaukee Road main line near Lawndale Avenue and Kostner Aveuue around the same time.
In 1910, an ordinance was passed requiring elevation of the railroad from Marshfield Avenue to Lawndale Avenue. The elevation was completed in 1915, and the railroad greatly expanded through the area.
The Milwaukee Road later declared bankruptcy, and became part of the Soo Line in 1985. The Soo Line became part of Canadian Pacific Railway the year after, and operated the Bloomingdale Line until 2001, when they abandoned west of the Kennedy Expressway. The Chicago Transfer Railway began operations around Goose Island in 2007, and the remaining portion of the Bloomingdale Line was abandoned in 2018.
In 2014, the Lawndale Avenue-Marshfield Avenue segment was developed as part of the 606 Trail. The 606 Trail will be extended to the east in the coming years.
08/15/21
Located along the border of the West Town and Logan Square, this bridge carries the 606 Trail across North Milwaukee Avenue near N. Leavitt Street.
Built 1914 as the Milwaukee Road elevated their tracks through the area, the bridge was originally built with four through plate girder spans, set onto concrete and steel substructures. This type of bridge was standard for the area.
The bridge was built for two tracks, although the railroad would later be removed. The bridge was reconstructed in 2014 and is now part of the 606 Trail.
The most unique feature of this bridge is the reconstruction of the bridge. A large tied arch was added to the bridge, including three arch lines. These types of spans are typical of modern construction, particularly over rivers and areas where decorative modern bridges are desired. The arches replaced the three steel piers, and the spans were bolted together with high strength bolts and plates. This effectively formed one large through girder span, supported by an arch. At the same time, the bridge was raised.
During this work, the bridge was stripped of its original floor system, and raised approximately two feet. At this time, the girders were sand blasted, and the arch added. The work started in 2014 but was finished in early 2015.
Overall, the bridge appears to be in excellent condition, with recent rehabilitation work completed in 2014. Maintenance included repairs to steel and concrete, as well as painting the bridge and installing a new deck.
The author has ranked the bridge as being regionally significant, due to the unique adaptive reuse of a historic bridge.
The photo above is an overview.