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| Name | Hiawatha Trail - Wisconsin River Bridge Chicago, Milwaukee & St. Paul Railway Bridge #G-448 |
| Built By | Chicago, Milwaukee & St. Paul Railway |
| Currently Owned By | Wisconsin Department of Natural Resources |
| Superstructure Contractor | Unknown |
| Length | 520 Feet Total, 100 Foot Main Span |
| Width | 1 Track |
| Height Above Ground | 15 Feet (Estimated) |
| Superstructure Design | Pratt Pony Truss and Timber Pile Trestle |
| Substructure Design | Timber Pile |
| Date Built | 1899, Approaches Rebuilt 1946 |
| Traffic Count | 0 Trains/Day (Bridge is Open to Pedestrian Traffic) |
| Current Status | Open to Pedestrian Traffic |
| Chicago, Milwaukee & St. Paul Railway Bridge Number | G-448 |
| Significance | Moderate Significance |
| Documentation Date | 8/14/2014 |
In 1873, the Wisconsin Valley Railroad (WV) constructed 43 miles of new railroad, extending from Tomah, Wisconsin to Wisconsin Rapids, Wisconsin. The following year, an additional 41 miles would be constructed to Wausau, Wisconsin. In 1877, the Necedah & Camp Douglas Railroad (N&CD) constructed 12 miles of new railroad, extending from the existing Chicago, Milwaukee & St. Paul Railway (Milwaukee Road) line at New Lisbon, Wisconsin to Necedah, Wisconsin, Wisconsin. In 1878, the N&CD was acquired by the Milwaukee Road, which completed the tracks to Necedah. In 1879, the WV constructed an additional 19 miles north to Merrill, Wisconsin. The Milwaukee Road also acquired the WV in 1880. A 54 mile extension was opened to Minocqua, Wisconsin in 1887. In 1890, the Lisbon, Necedah & Lake Superior Railway (LN&LS) began construction on 22 miles of additional track, connecting Necedah to Babock, Wisconsin. This construction was funded by the Milwaukee Road, and by the following year, the railroad was absorbed into the Milwaukee Road. In 1895, the railroad extended further to Star Lake, Wisconsin, near the Michigan border.
By the early 20th Century, the Milwaukee Road was among the largest railroads in the United States, operating a network of railroad lines over 10,000 miles in length. The Milwaukee Road was often in financial trouble, especially after the costly Pacific Extension was completed in 1909. In 1925, the company declared bankruptcy, and reorganized as the Chicago, Milwaukee, St. Paul and Pacific Railroad in 1928. This line served as a secondary route for the Milwaukee Road, and allowed for the construction of numerous branch lines. A portion of the line between Tomah and Norway was abandoned in 1925, followed by the Norway to Babcock segment in 1934. The line mainly served the timber industry in northern Wisconsin. As the logging industry died out, portions of the line would be abandoned. The line was abandoned between Star Lake and Woodruff in 1944. Despite the diminishing importance of forestry, the line remained well used by passengers to reach the scenic lakes of north central Wisconsin. In 1972, the line was abandoned between Minocqua and Tomahawk, and acquired by the State of Wisconsin for trail use.
The Milwaukee Road again entered bankruptcy in 1977 and was forced to liquidate unprofitable lines. The southern portion of the line remained a core line for the Milwaukee Road, and saw some upgrades in the early 1980s. By 1985, a suitor for the Milwaukee Road was being sought, and the Soo Line Railroad, controlled by Canadian Pacific Railway (CP) purchased the Milwaukee Road in 1986. In 1987, the line was sold to the Wisconsin Central, Ltd. (WC). The WC was formed to purchase a number of secondary routes in eastern Wisconsin from the Soo Line, which included Soo Line and former Milwaukee Road trackage. In 2001, the WC was purchased by Canadian National Railway (CN). In January 2022, the line north of Wausau would be sold to the Fox Valley & Lake Superior Rail System (FOXY), owned by Watco. Today, CN operates the line between New Lisbon and Wausau as the Valley Subdivision; while FOXY operates the line between Wausau and Tomahawk. The Tomahawk to Woodruff segment is part of the Bearskin Trail.
Located in Tomahawk, this pony truss bridge carries the former Chicago, Milwaukee, St. Paul & Pacific Railroad across the Wisconsin River (Lake Mohawksin). The first bridge at this location likely consisted of timber pile trestle, constructed when the line was first built. In 1899, the bridge was reconstructed with a pony truss span, and the timber pile trestle approaches renewed. The bridge was last upgraded in 1946, when the timber components of the bridge were renewed. Currently, the bridge consists of a standard 99-foot 6-inch, 6-panel, pin-connected Pratt pony truss span, set onto timber pile substructures. The main span is approached by twenty-three timber pile trestle spans on the south end, and seven timber pile trestle spans on the north end. The truss span uses a standard design, with a traditionally composed floor, heavy members and large pin connections. Typical of spans of this design, the endposts and top chord consist of built-up members, which use a plate on one side and X-lacing on the back side. The vertical members of the truss are composed of solid beams, and the bottom chord is composed of built-up members, with heavy X-lacing. A large triangular beam connects the vertical members to the floorbeams. The floor is composed of two large girders for stringers, and large floorbeams. The diagonals of the truss consist of eyebars, and the counters are constructed of slender rods. An unknown contractor constructed the truss span, while railroad company forces constructed the timber components.
This style of span was used extensively by the Milwaukee Road. First developed in the mid-1890s, the design provided a strong and cost effective span for medium length spans. A number of different span lengths were developed using this design, although the spans largely used very similar design features. Typical of Milwaukee Road bridges, a number of different contractors built these spans, depending on which firm offered the best price. Dozens of examples of similar spans were constructed throughout the Midwest, and many continue to survive today. While many of these spans were constructed for mainline use and later relocated, this span appears to be an unusual example of a heavy truss span originally constructed for branch line use. After abandonment, the bridge was retrofitted with a wooden deck and handrails, and now serves the Hiawatha Trail. Observation platforms and a sign which includes the original bridge number have been added to the bridge. 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 truss design.
Citations
| Build date | Milwaukee Road Bridge Index, located at the Milwaukee Road Archives at the Milwaukee Public Library |
| Railroad History Citation | ICC Valuation Information, Compiled by Richard S. Steele |