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 unique swing bridge carries an abandoned railroad across the North Branch Chicago River.
The first bridge at this location was a wooden swing bridge. In 1899, the Milwaukee Road elected to replace that bridge. One of the issues of the previous bridge had was an unusual bend.
Onward Bates, superintendent of bridges for the Milwaukee Road was tasked with designing a swing bridge that would not impede water navigation.
The solution designed was to offset the pivot pier to a point 108 feet further east. The old swing pier would be lowered and reused as the west pier. The swing span is unique, as it is a bobtail span, a design where one half of a swing span is smaller than the other. In addition, the bridge was constructed by American Bridge Works, a small time builder of the 19th Century.
The Milwaukee Road built the most bobtail swing spans of any railroad. According to Bridgehunter.com, there are only ten such bridges built for railroad use, and seven of them were built by the Milwaukee Road.
Currently, the bridge consists of a standard 70 foot deck girder span on the west, set onto the old swing pier. The swing span is also a design girder, set onto a concrete pier.
Another unique feature of the bridge is the existing east pier, which functions similar to a turntable. The east leaf of the swing span is always above a pit.
Unfortunately, vandals stole the copper wiring for the swing mechanism of this bridge. As a result, the bridge had to be closed with heavy equipment for the final train.
The future of the bridge is positive. It will be reused as an overlook for a 606 Trail extension, although it is unknown what will happen to the west approach.
Overall, the bridge appears to be in fair condition, with minor deterioration throughout the bridge.
The author has ranked the bridge as being regionally significant, due to the unique design.
The photo above is an overview.