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| Name | Belvidere Railroad Bridge Chicago & North Western Railway Bridge #448 1/8 |
| Built By | Chicago & North Western Railway |
| Currently Owned By | Union Pacific Railroad |
| Superstructure Contractor | Unknown |
| Length | 212 Feet |
| Width | 1 Track |
| Height Above Ground | 25 Feet (Estimated) |
| Superstructure Design | Double Intersection Warren Deck Truss |
| Substructure Design | Stone Masonry |
| Date Built | 1887, Strengthened c. 1900 |
| Traffic Count | 0 Trains/Day (Bridge is Abandoned) |
| Current Status | Abandoned |
| Chicago & North Western Railway Bridge Number | 448 1/8 |
| Significance | Regional Significance |
| Documentation Date | 4/20/2019 |
In the early 1850s, the Galena & Chicago Union Railroad (G&CU) completed a line between Chicago and Freeport, Illinois. In 1853, the railroad constructed 20 additional miles from Beloit, Wisconsin to Belvidere, Illinois. The G&CU was consolidated with the Chicago & North Western
Railway (C&NW) in 1864. The C&NW was beginning to construct and
acquire a large network of railroads throughout the Midwest. This line served to connect lines in Wisconsin with the G&CU line into Chicago. In 1885, the Northern Illinois Railway Company (NIR) completed an additional 76 miles from Belvidere to Spring Valley, Illinois; and would promptly be consolidated into the C&NW. The southern extension of this line provided the C&NW with access to the Illinois River Valley; which had an abundance of minerals, including coal.
The C&NW would become a prominent railroad in the Midwest, eventually
building a system over 11,000 miles long. During the mid-20th Century, this route would become less important for the C&NW. In 1942, the segment between Caledonia and Sycamore would be abandoned, followed by the segment between Howe and Spring Valley in 1976; Troy Grove to Howe in 1981; DeKalb to Sycamore in 1984 and South Beloit to Caledonia in 1988. In 1995, the C&NW would
be purchased by the Union Pacific Railroad. Today, the Stone Bridge Trail utilizes the railroad between South Beloit and Caledonia. Union Pacific continues to operate the Troy Grove Subdivision between DeKalb and Troy Grove; as well as a short amount of trackage in Beloit.
Located south of Lincoln Avenue in Belvidere, this historic deck truss bridge once carried the C&NW across the Kishwaukee River. The first bridge at this location was likely a wooden truss or trestle bridge. In 1887, the bridge would be replaced by the current structure. The bridge consists of two 105-foot, 9-inch riveted 8-panel double intersection Warren deck truss spans, set onto stone substructures. Railroad records suggest that the stone substructures were constructed in 1887, along with the truss spans. The truss spans use a standard C&NW deck truss design, with laced and slotted members, a light floor and riveted connections. Later repairs to the bridge include the strengthening of the trusses in approximately 1900. It appears some members were strengthened or replaced at this time. In addition, the top portion of the pier was replaced by new stone at some point in the late 19th or early 20th Century.
This design of truss span was rarely used by railroads throughout the United States, as traditional Pratt spans were more economical, easier to construct and had more predictable stresses within the structure. While most railroads avoided the use of lattice spans, the C&NW used them nearly exclusively. The C&NW believed that the design provided greater redundancy in the event of a collision or derailment. This particular design of deck truss was first used by the C&NW in the early 1880s, and was used into the 20th Century. Many such spans were built by Lassig Bridge & Iron Works, which built most bridges for the C&NW between 1885 and 1900. Dozens of examples of different lattice style designs remain in use today along former C&NW lines. Overall, the bridge appears to be in fair condition, with much of the superstructure still in good condition. The substructures of the bridge have been braced, including adding iron bands around the pier. The tracks were removed from the bridge in approximately 2009, and the bridge has remained abandoned since. It is hoped that the bridge can be reused as a pedestrian bridge, as the bridge appears to be in good condition and provides historic value for the area. The author has ranked the bridge as being regionally significant, due to the age and design.
Citations
| Build date | Chicago & North Western Valuation Notes at the Chicago & North Western Historical Society Archives |
| Railroad History Citation | ICC Valuation Information, Compiled by Richard S. Steele |