BNSF Platte River Bridge (Ashland)

Ashland, Saunders County, Nebraska

To

Gretna, Sarpy County, Nebraska

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Name	BNSF Platte River Bridge (Ashland) Chicago, Burlington and Quincy Railroad Bridge #44.86
Built By	Chicago, Burlington & Quincy Railroad
Currently Owned By	BNSF Railway
Superstructure Contractor	Lassig Bridge & Iron Works of Chicago (1899 Spans) Unknown (1912 Spans)
Length	1385 Feet Total, 105 Foot Largest Span
Width	1 Track
Height Above Ground	20 Feet (Estimated)
Superstructure Design	Deck Plate Girder and Concrete Slab
Substructure Design	Concrete
Date Built	1912, Reusing Spans Built 1899
Traffic Count	10 Trains/Day (Estimated)
Current Status	In Use
Chicago, Burlington & Quincy Railroad Bridge Number	44.86
BNSF Railway Bridge Number	44.86
Significance	Moderate Significance
Documentation Date	2/5/2017

In 1869, the Burlington and Missouri River Railroad in Nebraska (BMRN) would continue constructing westwards from Pacific Junction, reaching milepost 12. The following year, a 17 mile extension from Oreapolis, Nebraska north to Omaha would be made, and an additional 48 miles to Lincoln would be constructed from milepost 12. A permanent bridge across the Missouri River at Plattsmouth would be completed in 1880. Since 1880, the BMRN had been controlled by stock by the same interests that controlled the Chicago, Burlington & Quincy Railroad (CB&Q). The CB&Q and associated ownership came in control or constructed a large number of lines throughout Iowa and Nebraska. This route would serve as a piece of the planned Chicago to Denver mainline, which reached Denver in 1883. In 1885, the Omaha and South Western Railway constructed 4 miles of new railroad from Omaha, to South Omaha. In 1886, the Omaha and North Platte Railroad (O&NP) completed an additional 30 miles of railroad, extending from Omaha to Ashland, where it met the main line. The 4 miles constructed in 1885 were sold to the O&NP in 1887, and the O&NP sold to the BMRN in 1887. The BMRN was formally sold to the CB&Q in 1908, and CB&Q continued to operate these routes as parallel mainline, and a second track was added from Lincoln to Waverly in 1910, and Waverly to Ashland in 1918. CB&Q merged with Northern Pacific Railway and Great Northern Railway to form Burlington Northern Railroad (BN). BN merged with Atchison, Topeka & Santa Fe Railway in 1996 to form BNSF Railway. BNSF continues to operate the Oreapolis-Omaha-Ashland line as the Omaha Subdivision, and the Pacific Junction to Lincoln segment as the Creston Subdivision.

View an article detailing the construction of this bridge

Located along US Highway 6 between Ashland and Gretna, this large deck plate girder bridge carries the BNSF Omaha Subdivision across the Platte River. The first bridge at this location was a timber Howe truss bridge with trestle approaches, constructed in 1886. Between 1899 and 1901, the bridge would be reconstructed by 28 deck plate girder spans, ranging in length from 50 to 60 feet, set onto timber pile piers. These spans were manufactured by Lassig Bridge & Iron Works. During the spring flooding of 1912, currents undermined one of the piers, dropping two spans of the bridge. In response, it was decided to reconstruct the bridge with concrete piers.

Prior to construction, the existing bridge was shifted nearly 14 feet downstream, and work could begin on the new bridge. It was decided to add one 75-foot and two 105-foot spans over the east channel, as well as two 100-foot and one 103-foot span over the west channel. 20 new concrete piers would be constructed, using both concrete pile and steel caisson methods. Seven 60-foot, five 55-foot and one 50-foot span from the old bridge. A 25-foot concrete slab span, cast at the Havelock, Nebraska concrete plant, was also installed on each end. This bridge was reportedly the first to use the Bignell concrete piles, which use a hexagon shape. Traffic was interrupted for only 34 hours, and moving each old span took between 20 and 45 minutes. A concrete ballast deck was installed on the entire bridge. The 15 spans not reused were likely reused at other locations throughout the CB&Q system. This style of bridge was commonly used by railroads throughout the United States, due to the durability and ease of construction. Overall, the bridge appears to be in fair to good condition, with no significant deterioration noted. The author has ranked this bridge as being moderately significant, due to the use of several deck girder spans. In addition, the 105-foot spans are among the longest constructed for railroad use during this era.

Citations

Builder and build date (50', 55' and 60' spans)	Lassig Bridge & Iron Works plaque
Build Date (75', 100', 103' and 105' spans)	Chicago, Burlington & Quincy Railroad Valuation Summary at the Newberry Library
Railroad History Citation	ICC Valuation Information, Compiled by Richard S. Steele