Bessemer Railroad Crossing

Located west of Bessemer, this unique through truss bridge carries the former Soo Line Bessemer Branch over the former Chicago & North Western Railway (C&NW). The first bridge at this location likely consisted of a timber bridge, constructed when the line was first built. During the 1890s, the Wisconsin Central Railway invested significant capital into this line, replacing aging wooden bridges with stronger steel structures. The present bridge at this location was constructed in 1896. Currently, the bridge consists of a 120-foot, 4-panel, riveted Baltimore through truss span, set onto stone abutments. Despite the two railroads crossing at an acute angle, the bridge is not skewed. A similar truss span allows for the crossing of the same two railroad lines west of Hurley, Wisconsin. Wisconsin Bridge & Iron Works fabricated the superstructure, while an unknown contractor constructed the substructures. The abutments use a variation of a standard design, with a long stepped wing wall placed parallel to the former C&NW. Stone for the abutments was quarried at an unknown location, and has a reddish color.

Throughout the late 19th Century, most truss spans consisted of pin-connected Pratt spans. In the 1890s, railroads and fabricators began innovating different truss designs, seeking to maximize strength and economy. Riveted truss spans had existed since at least the 1870s, but had not been widely popular, due to the difficult nature of constructing them. By the mid 1890s, various riveted truss spans began to appear on several railroads throughout the United States. Baltimore truss spans were also developed in the 1890s as a stronger alternative to Pratt spans. The span at this location uses a modified version of the Baltimore design, which combines design features of a Warren truss. In addition, the additional diagonals connect the mid-panel point with the top chord, as opposed to traditional Baltimore designs, which connect the mid-panel point with the bottom chord. The truss is heavily constructed, with built-up members and a standard floor. The endposts and top chord both use built-up beams, consisting of V-laced channels. The bottom chord uses a variation of this design, with some panels using solid plates extending the length of the panel instead. Vertical members and diagonal members are comprised of built-up beams, with the vertical members connected by V-lacing and the diagonal members connected by short plates. The portal bracing and sway bracing use a typical lattice design, often used on Wisconsin Central bridges. The top and bottom lateral bracing both use thin rods, which are looped at the end and pinned to plates extending from the top and bottom chords. The floor uses a typical design, with plate girder floorbeams and two stringers comprised of I-beams. The end floorbeams both use a built-up beam, constructed with X-lacing. In 2016, the bridge was repaired for trail use and a wooden deck and railings added to the bridge. Currently, the bridge is used by the Iron Belle Trail, and is open to non-motorized traffic. The former C&NW underneath is now part of Trail 2, an ATV/UTV/snowmobile corridor. Overall, the bridge appears to be in fair to good condition, with no significant deterioration noted. The author has ranked this bridge as being regionally significant, due to the unusual design and age.