- 1848: Began grading 17 miles from Beloit to Magnolia, Wisconsin by the Beloit and Madison Railroad
- 1860: 17 miles completed from Beloit to Magnolia, Wisconsin by the Beloit and Madison Railroad
- 1870: 29 miles completed from Winona Junction, Wisconsin to Winona, Minnesota by the La Crosse, Trempealeau and Prescott Railroad
- 1870: 129 miles started from Madison to Winona Junction, Wisconsin by the Baraboo Air Line Railroad
- 1871: Chicago & North Western Railway acquires the Baraboo Air Line Railroad
- 1873: 129 miles completed from Madison to Winona Junction, Wisconsin by the Chicago & North Western Railway
- 1874: Chicago & North Western Railway acquires the Beloit and Madison Railroad
- 1877: Chicago & North Western Railway acquires the La Crosse, Trempeleau and Prescott Railroad
- 1886: 4 miles completed from Meadery to La Crosse, Wisconsin by the Chicago & North Western Railway
- 1896-99: Segment between Evansville and Elroy double tracked and improved
- 1953-56: Double track mostly removed
- 1964: 33 miles abandoned from Elroy to Sparta, Wisconsin and purchased by Wisconsin DNR for future trail use
- 1965: First rail-trail in the United States opens between Elroy and Sparta
- 1976: Sparta to Winona and Meadery to La Crosse segments abandoned. Wisconsin DNR acquires land for trail use
- 1977: Beloit to Evansville segment abandoned
- 1979: Winona to Trempeleau segment acquired by Wisconsin DNR
- 1985: Reedsburg to Elroy segment abandoned and acquired by Wisconsin DNR
- 1980s: Onalaska to Trempeleau segment opens as Great River State Trail
- 1980s: Onalaska to Sparta segment and La Crosse Branch open as La Crosse River River State Trail
- 1993: 400 State Trail opens between Reedsburg and Elroy
- 1995: Chicago & North Western purchased by Union Pacific Railroad
- 1996: Union Pacific leases the Fitchburg-Reedsburg segment to the Wisconsin & Southern Railroad
- 1999: Fitchburg-Evansville segment abandoned, sold to City of Fitchburg and City of Oregon
- 2014: State of Wisconsin purchases the Madison-Reedsburg line from Union Pacific Railroad
- 2014: Wisconsin & Southern Railroad begins operations from Fitchburg to Oregon
- 1996-Present: Wisconsin & Southern Railroad operates the Madison-Reedsburg line
- 2014-Present: Wisconsin & Southern Railroad operates the Fitchburg-Evansville line, although it is still out of service
06/26/21
Located in Lodi, this unique pony truss bridge carries a closed segment of Chestnut Street over the Wisconsin & Southern Railroad.
Originally, there were three identical bridges such as this around Lodi. To the south, Mill Street originally used such a span, but it was replaced in the 1920s. To the north, Wisconsin Highway 113 originally crossed on an identical bridge, before the road was realigned in 1939. Another similar bridge carried Martin Road in Fond du Lac County, but was replaced in the late 2000s.
Built 1896 as the railroad reconstructed tracks through Lodi, the bridge reused an older riveted Double Intersection Warren Pony Truss from an unknown location. This style pony truss was extremely common from the late 1870s through the mid 1880s, when it was replaced by more durable girder designs. It is also unknown if this span came from a nearby location, such as one of the many Baraboo River crossings, or if it came from further away.
The bridge currently utilizes a 47 foot pony truss span, approached by trestle on either side. The bridge is set onto light timber substructures, and stone bases. The pony truss has been heavily modified, including the removal of the original endposts and the addition of outriggers. When the truss was moved here, the floor was heavily reconstructed for road use.
Like many of these overpasses, this bridge has a distinct humpback shape, to allow for sufficient clearance underneath the bridge. Compared to other early 1880s pony trusses such as this, this bridge is much lighter, possibly implying that it may date into the 1870s.
The reuse of railroad spans for roadway use was very common for railroads. Trusses and girders of all types would be replaced by a new railroad bridge, and the old span reused for roadway use. As is the case with this bridge, many of these bridges would be extensively rebuilt with a new floor system and other modifications.
Overall, the bridge is in poor condition. As a result, the road was closed and the bridge is only open to pedestrians.
Unfortunately, the United States has lost a significant portion of the population of recycled railroad spans. Many have been replaced or outright removed since the 1990s, and this trend is expected to continue. This is unfortunate, as many of these spans, while altered, retain great historic integrity, and are often some of the oldest in the area. Unfortunately, it is likely that this bridge will meet a similar fate.
The author has ranked this bridge as being regionally significant, due to the unique truss design.
The photo above is an overview.