From Valentine, the route continued west along a due-west trajectory. Near Chadron, Nebraska, the route turned north, heading into South Dakota.
By 1886, the route would reach Rapid City from the south. At a point near Chadron, another route continued west towards Casper, Wyoming. When opened, the junction point became known as "Dakota Junction".
In 1887, the railroad continued north out of Rapid City, reaching Whitewood, approximately 36 miles away.
In 1890, the route would be extended again, reaching Belle Fourche.
By 1903, the FE&MV would be purchased by the Chicago & North Western. In 1906, a connection would be made to the rest of the Chicago & North Western system via Pierre, connecting this route to the mainlines of Minnesota and Wisconsin.
Eventually, the route was continued west a short distance to some Bentonite Mines near Colony, Wyoming.
Because of the nature of this line, it was profitable to the C&NW. However, a number of branch lines and spurs which came off of this route were less fortunate, and later abandoned.
By 1986, the C&NW was reorganizing and consolidating traffic. The route from Dakota Junction to Colony, Wyoming was sold to the Dakota, Minnesota & Eastern Railroad in 1986.
DM&E operated this route and was largely successful doing it. In 2008, Canadian Pacific Railway acquired the DM&E, and operated it as a subsidiary.
By 2014, CP had no interest in any line west of Tracy, Minnesota. In turn, the route was sold to the Rapid City, Pierre & Eastern Railroad.
Currently, the RCP&E operates this line as a mainline.
08/28/21
Located in the town of Whitewood, northwest of Rapid City is yet another example of a historic railroad truss relocated to South Dakota.
Originally built in 1889 as an approach for a bridge in Clinton, Iowa, this span was one of four similar spans relocated to branch lines when the Clinton Bridge was replaced in 1909.
Another nearby bridge at Oral and a bridge in Northern Wisconsin also are comprised of the other three relocated spans.
Frugal railroads oftentimes reused spans to save money. The only span was relocated from the above mentioned Clinton bridge in 1910. It were originally constructed as an approach span in 1898, only 12 before being replaced.
Had a double track bridge not been required for the Clinton crossing, it is safe to say that these spans would have been heavy enough to carry traffic into the present day. This is one of the heaviest 19th century railroad trusses the author has ever seen.
Consisting of a single 7-panel pin connected Pratt Through Truss bridge, the bridge also sits on concrete abutments.
A plaque has been removed, and the cutout in the lattice portal has been covered. However, it still clearly reads as 1898 from behind.
Overall, the bridge remains in good condition and will likely continue to carry modern loads for years to come.
Photo of the Clinton Bridge, with the old bridge on the right
The author has ranked the bridge as being regionally significant, due to the age and relocation history.
The photo above is an overview.