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| Name | Douglas State Trail Bridge Chicago Great Western Railway Bridge #R83 |
| Built By | Wisconsin, Minnesota and Pacific Railway |
| Currently Owned By | Minnesota Department of Natural Resources |
| Superstructure Contractor | American Bridge Company of New York |
| Substructure Contractor | Unknown |
| Length | 273 Feet Total, 71 Foot Main Spans |
| Width | 1 Track |
| Height Above Ground | 15 Feet (Estimated) |
| Superstructure Design | Through Plate Girder |
| Substructure Design | Stone Masonry and Concrete |
| Date Built | 1903, Rebuilt 2013 |
| Original Location (South Span) | Middle Fork Zumbro River Bridge; Pine Island, Minnesota |
| Traffic Count | 0 Trains/Day (Bridge is a Trail) |
| Current Status | Open to Trail Traffic |
| Chicago Great Western Railway Bridge Number | R83 |
| Significance | Moderate Significance |
| Documentation Date | 11/3/2013 |
In 1889, the Duluth, Red Wing and Southern Railroad (DRW&S) completed 25 miles of new railroad between Red Wing, Minnesota and Zumbrota, Minnesota. In 1901, the Winona & Western Railway (W&W) would construct 7.5 miles of new railroad between Rochester, Minnesota and Simpson, Minnesota; where an existing route was already built. In 1901, the DRW&S and the W&W would be purchased by the Wisconsin, Minnesota & Pacific Railroad (WM&P), which was subsequently leased by the Chicago Great Western Railway (CGW). The WM&P would construct an additional 26 miles from Zumbrota to Rochester in 1903. The CGW would be reorganized as the Chicago Great Western Railroad (CGW) in 1909. The CGW had acquired and constructed a modest railroad network throughout Illinois, Iowa, Minnesota and Missouri; connecting major cities in these states. The CGW was one of the smaller railroads in the area, and was late to develop lines. As a result, the railroad never saw the fortunes of other railroads in the area. This line served as a secondary route for the CGW, and was never extended further.
In 1920, the WM&P was consolidated into the CGW. In the early 20th Century, the CGW was often surviving on razor-thin profit margins. In 1940, the CGW entered bankruptcy, and was again reorganized as the Chicago Great Western Railway. After the bankruptcy, the CGW became an innovative railroad, pioneering intermodal service and becoming one of the first railroads to completely switch to diesel locomotives. A capital improvement program was launched in 1949, which sought to rebuild and rehabilitate deteriorated infrastructure. The segment between Red Wing and Pine Island, Minnesota was abandoned in 1964. In 1968, the CGW was purchased by the Chicago & North Western Railway (C&NW). The C&NW would abandon the segment between Pine Island and Rochester in 1972, and the segment between Rochester and Stewartville in 1979 The segment between Pine Island and Rochester would later be purchased by the Minnesota DNR, and converted to the Douglas State Trail. The only remaining portion of track remaining would be in Rochester. The C&NW operated the remaining spur until 1986, when it was sold to the Dakota, Minnesota & Eastern Railroad (DM&E), along with the Dakota Division mainline between Winona and Rapid City, South Dakota. The DM&E would be purchased by Canadian Pacific Railway (CP) in 2008. In 2023, CP merged with Kansas City Southern to form Canadian Pacific Kansas City Limited, commonly known as CPKC. CPKC continues to operate the remaining spur to serve industries in Rochester.
Located in rural Olmsted County, this through plate girder bridge carries the former Chicago Great Western Railway over the South Branch Middle Fork Zumbro River west of Oconoco. The first bridge at this location was likely a timber pile trestle. Between 1901 and 1905, the CGW invested significant capital into upgrading bridges throughout the system. In 1903, the original bridge would be replaced by three 71-foot through plate girder spans, set onto stone substructures. These girders would use a standard design, with rounded ends at the ends of the bridge, and a center span with all square ends. American Bridge Company fabricated the bridge, and an unknown contractor constructed the substructures. After a 2010 flood destroyed one bridge and severely damaged another in nearby Pine Island, it was decided to rebuild this bridge to prevent a future flood from destroying the bridge. A 60-foot through girder span was relocated from the southern bridge in Pine Island (Bridge #R80), and installed on the south end of this bridge. In addition, the original south abutment was rebuilt as a faux-stone concrete pier, and the remaining portions of the bridge received an extensive rehabilitation. The additional girder was reused from the center span of the Pine Island bridge, and was also fabricated in 1903 by American Bridge Company.
While railroads often moved spans from one location to another, it is relatively rare to see it when the bridge has become part of a trail. Typically, owners of trails prefer to use prefabricated pedestrian spans when a new bridge is needed on a rail-trail. Through plate girder spans were commonly used by railroads, as they were durable and easy to construct. Overall, the bridge appears to be in good condition, with no major deterioration noted. The author has ranked the bridge as being moderately significant, due to the relocation history. The author commends the rehabilitation and reuse of a historic railroad span for this structure.
Citations
| Builder and build date | American Bridge Company plaque |
| Railroad History Citation | ICC Valuation Information, Compiled by Richard S. Steele |