- 1871: 72 miles completed from Hastings to Glencoe, Minnesota by the Hastings & Dakota Railway
- 1872: 72 miles from Hastings to Glencoe, Minnesota sold to the Milwaukee & St. Paul Railway
- 1874: Milwaukee & St. Paul Railway changes name to the Chicago, Milwaukee & St. Paul Railway (Milwaukee Road)
- 1880: 128 miles completed from Glencoe to Ortonville, Minnesota by the Hastings & Dakota Railway
- 1880: H&D purchased by the Chicago, Milwaukee & St. Paul Railway
- 1880: 69 miles completed from Ortonville to Brisol, South Dakota by the Milwaukee Road
- 1881: 10 miles completed from Bristol to Andover, South Dakota by the Milwaukee Road. This segment was difficult to build, due to the massive plateau and an elevation change of 400 feet
- 1881: 10 miles completed from Bristol to Andover, South Dakota by the Milwaukee Road
- 1882: 30 mile "Benton Cutoff" completed from Minneapolis to Cologne, Minnesota by the Milwaukee Road
- 1882: 29 miles completed from Andover to Aberdeen, South Dakota by the Milwaukee Road
- 1883: 26 miles completed from Aberdeen to Ipswich, South Dakota by the Milwaukee Road
- 1885: 30 miles completed from Ipswich to Bowdle, South Dakota by the Milwaukee Road
- 1900: 32 miles completed from Bowdle to Glenham, South Dakota by the Milwaukee Road
- 1912-15: Majority of Minneapolis to Aberdeen route realigned, grade separated and double tracked, except Bird Island to Granite Falls segment
- 1934: Second track removed from Hopkins to Hector and Summit to Groton
- 1947: Second track removed from Granite Falls to Milbank
- 1953-57: Remaining second track removed
- 1935: Hastings to Farmington segment abandoned
- 1978: Shakopee to Cologne segment abandoned, Chaska to Shakopee segment purchased for trail use
- 1980: Farmington to Shakopee segment abandoned
- 1982: Appleton to Andover segment sold to Burlington Northern, Andover to Miles City, Montana segment purchased by State of South Dakota and operated by BN
- 1986: Soo Line purchases the Milwaukee Road and takes over Minneapolis to Aberdeen route
- 1990: Soo Line controlled as a subsidary by Canadian Pacific Railway
- 1991: Twin Cities & Western Railroad purchases Hopkins to Appleton segment
- 1996: Cedar Lake Junction to Hiawatha Avenue segment abandoned and acquired for trail use
- 1996: Minnesota River Bridge at Chaska removed, portion of trail abandoned
- 1996: Burlington Northern merges with the Atchison, Topeka & Santa Fe Railway to form BNSF Railway
- 1990-Present: Canadian Pacific operates the Cedar Lake Junction to Hopkins segment as the Bass Lake Spur
- 1991-Present: Twin Cities & Western operates the Hopkins to Appleton segment
- 1996-Present: BNSF operates the Appleton to Aberdeen segment as the Appleton Subdivision
- 1996-Present: BNSF operates the Aberdeen to Hettinger, North Dakota segment as the Mobridge Subdivision
- 1981-Present: Segment near Shakopee used as the Minnesota Valley Trail, formerly the Chaska-Shakopee Trail
- 2000-Present: The Midtown Greenway operates in the "29th Street Trench" through South Minneapolis
Similar to several other bridges, this large girder bridge features equally impressive concrete approach spans.
Originally, the bridge was built in 1913 as a part of the double tracking project for the route. However, the main spans would later be removed and likely recycled at another location.
The westbound track was taken up in 1934. However, it is likely that the two spans used for the westbound track were relocated to a new location, where they may stand today.
Along with the two deck girder spans, the bridge features large concrete arch spans on either side. This design was a favorite of the Milwaukee Road during their extensive building during the early 1900s.
The main pier is also unique, constructed of concrete with large arches.
Overall, the bridge remains in good condition. It was recently stabilized by pouring concrete at the base of the piers.
The author has ranked this bridge as being moderately significant, due to the lack of historic bridges in Carver County.
The photo above is an overview.