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| Name | UP County ET Bridge Chicago & North Western Railway Bridge #2792 |
| Built By | Chicago & North Western Railway |
| Currently Owned By | Union Pacific Railroad |
| Superstructure Contractor | Unknown |
| Substructure Contractor | Unknown |
| Length | 87 Feet Total, 51 Foot Main Span |
| Width | 1 Track |
| Height Above Ground | 13 Feet 6 Inches |
| Superstructure Design | Deck Plate Girder and Concrete Slab |
| Substructure Design | Concrete Pile |
| Date Built | c. 1940 Using a Span Fabricated c. 1910 |
| Original Location (Main Span) | Unknown |
| Traffic Count | 1 Train/Day (Estimated) |
| Current Status | In Use |
| Chicago & North Western Railway Bridge Number | 2792 |
| Union Pacific Railroad Bridge Number | 162.40 |
| Significance | Local Significance |
| Documentation Date | 1/1/2018 |
In 1884, the Princeton & Western Railway (P&W) constructed a 13 mile branch from the existing Chicago, St. Paul, Minneapolis & Omaha Railway (Omaha Road) at Wyeville, Wisconsin to Necedah, Wisconsin. The railroad soon came under lease of the Chicago & North Western Railway (C&NW). During the early 20th Century, the C&NW began a program of improvements, constructing new cutoffs and significantly increasingly efficiency over the system, particularly in Wisconsin and northern Illinois. In 1910, the Milwaukee, Sparta & North Western Railway (MS&NW), a subsidiary of the C&NW, began construction a new cutoff across central Wisconsin. In 1912, the MS&NW completed 23 miles between Sparta, Wisconsin and Wyeville, Wisconsin; as well as 133 miles between Necedah and Wiscona, a railroad junction on the north side of Milwaukee. The P&W was sold to the MS&NW in 1912, which was promptly consolidated into the C&NW. This line provided a better connection for the C&NW through Wisconsin, and avoided the steep grades of the previous mainline from Sparta to Madison. The line also improved the C&NW connection to the Twin Cities of Minneapolis and St. Paul by way of the C&NW controlled Omaha Road. The line between Butler, Wisconsin and Clyman Junction, Wisconsin would be double tracked; while the remainder between Clyman Junction and Wyeville was built wide enough for a second track, but no second track was installed.
By the 1920s, the C&NW was operating an expansive railroad network throughout the Midwest, radiating north and west from Chicago. This line served as one of the principal mainlines of the railroad, connecting Milwaukee to the Twin Cities. In 1959, much of the second track between Butler and Clyman Junction was removed as operations over the line no longer warranted a second track. The line remained largely unchanged until March 1973, when a tunnel collapsed at Tunnel City, Wisconsin. This led to the line being abandoned west of Tunnel City, and a new connection track being constructed to the Chicago, Milwaukee, St. Paul & Pacific Railroad (Milwaukee Road) mainline, which the C&NW would use to reach Winona, Minnesota. In 1995, the C&NW was purchased by the Union Pacific Railroad, the current owner of this line. Today, UP operates the Wyeville Subdivision between Wyeville and Adams, Wisconsin; the Adams Subdivision between Adams and Wiscona; and the Winona Subdivision between Wyeville and Tunnel City. The segment between Tunnel City and Sparta remains abandoned, although much of the infrastructure remains intact.
Located east of Tunnel City, this deck plate girder bridge carries the former Chicago & North Western Railway across County Road ET. The first bridge at this location was constructed when the line was built in 1911. It consisted of a 33-foot deck plate girder span, approached by timber pile trestle spans and set onto timber pile piers. Timber was used at some locations along this line as a temporary structure, which allowed the approach embankments to settle without damaging more expensive concrete substructures. Later in the 20th Century, the C&NW began upgrading bridges along this line, replacing temporary wooden structures with new steel and concrete structures. In approximately 1940, the original bridge would be replaced by the present structure. It is unknown if the original deck girder span was reused at another location.
Currently, the bridge consists of a 51-foot deck plate girder span, approached by an 18-foot concrete slab span on either end. The entire bridge is set onto standard concrete pile substructures. It is believed that the main span was fabricated in approximately 1910, and was reused from an unknown location. The deck girder uses a standard design, with medium-sized girders and an open deck. Concrete slab spans like the approach were commonly used by railroads, as they could easily be constructed offsite and installed with minimal interruption. The piers use a standard design, with concrete caps supported by eight-sided concrete piles. These types of piles were commonly used by the C&NW, as they were strong and easily installed. An unknown contractor fabricated the superstructure, while it is unknown if a contractor or railroad company forces construct the concrete portions of the bridge. Deck plate girder spans were commonly used by railroads, as they were durable and easy to construct. Overall, the bridge appears to be in fair to good condition, with no significant deterioration noted. The author has ranked this bridge as being locally significant, due to the common design.
Citations
| Railroad History Citation | ICC Valuation Information, Compiled by Richard S. Steele |