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| Name | BNSF De Soto Creek Bridge Chicago, Burlington and Quincy Railroad Bridge #269.37 |
| Built By | Chicago, Burlington & Quincy Railroad |
| Currently Owned By | BNSF Railway |
| Superstructure Contractor | Fort Pitt Bridge Works of Pittsburgh, Pennsylvania |
| Length | 140 Feet Total, 40 Foot Main Span |
| Width | 2 Tracks |
| Height Above Ground | 15 Feet (Estimated) |
| Superstructure Design | Steel Stringer and Concrete Slab |
| Substructure Design | Concrete |
| Date Built | 1915 |
| Traffic Count | 25 Trains/Day (Estimated) |
| Current Status | In Use |
| Chicago, Burlington & Quincy Railroad Bridge Number | 269.37 |
| BNSF Railway Bridge Number | 269.37 |
| Significance | Local Significance |
| Documentation Date | 12/19/2016 |
In 1868, the Ogle and Carroll County Railroad (O&CC) began construction on 16 miles of new railroad, extending from Rochelle to Oregon, Illinois. In early 1869, the Chicago and Iowa Railroad Company (C&I) began construction on a 45-mile section of new railroad to connect Aurora, Illinois with the line at Rochelle. The O&CC merged into the C&I in 1871. The Aurora to Rochelle segment would be completed in 1871, and the portion to Oregon completed in 1873. At Aurora, the railroad connected to the Chicago, Burlington & Quincy Railroad mainline. The CB&Q had begun to construct and acquire a large network of railroads through the Midwest. Because the CB&Q was affiliated with the railroads owned by James J. Hill in Minnesota, a connection between the two systems was desired. Between 1883 and 1886, the Chicago, Burlington & Northern Railroad (CB&N) constructed 330 miles of new railroad, extending from Oregon, Illinois to Savanna, Illinois; then north along the Mississippi River through La Crosse, Wisconsin; to St. Paul, Minnesota. The CB&N and C&I would both be sold to the CB&Q in 1899. By the early 20th Century, traffic had significantly increased on the northern portion of the line. Double tracking projects were begun in 1910, with the entirety of the Savanna to La Crosse line double tracked by 1916. North of La Crosse, short sections were double tracked in the 1910s, but the majority was constructed between 1927 and 1929. This route served as a principal mainline for the CB&Q, providing a connection to the transcontinental lines of the Northern Pacific Railway and Great Northern Railway. In 1970, the CB&Q was merged with the Northern Pacific
Railway and the Great Northern Railway to form Burlington Northern
Railroad (BN). In 1996, BN merged with Atchison, Topeka & Santa Fe
Railway
to form BNSF Railway. BNSF currently operates the Aurora Subdivision between Aurora and La Crosse, and the St. Croix Subdivision between La Crosse and St. Paul. The line continues to serve as a critical mainline for BNSF, and makes up a portion of the northern BNSF transcontinental route.
Located on the south side of De Soto, this bridge carries the former Chicago, Burlington & Quincy Railroad mainline across De Soto Creek alongside Wisconsin Highway 35. The first bridge at this location was likely a timber pile trestle, constructed when the line was first built. In the early 20th Century, the CB&Q invested significant capital into this line, double tracking the entire route between Savanna and St. Paul. The section between Lynxville and De Soto was double tracked in 1915, and the present bridge constructed at that time. Currently, the bridge consists of a 40-foot steel stringer span, approached by two 25-foot concrete slab spans on either end. The entire bridge is set onto standard concrete substructures, and utilizes a ballast deck. The main span uses a typical design for the era, with four riveted beams per track. It is believed that Fort Pitt Bridge Works fabricated the steel span, while the approaches and substructures were constructed by railroad company forces. The only bridge contract awarded by the CB&Q in 1915 was for 1,333 tons to the Fort Pitt Bridge Works, and this bridge was likely included. Steel stringer spans were popular with railroads, as they were durable and easy to construct. Concrete slab bridges such as this were popular with the CB&Q, as the slabs could be cast offsite and quickly installed by railroad company forces. Since the initial construction, no significant alterations have been made to the bridge. Overall, the bridge appears to be in fair condition, with some deterioration noted to the approach spans. The author has ranked this bridge as being locally significant, due to the common design.
Citations
| Build date | Double tracking of line |
| Builder | Railway Review; May 22, 1915 |
| Railroad History Citation | ICC Valuation Information, Compiled by Richard S. Steele |