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| Name | UP Tay Street Bridge Chicago & North Western Railway Bridge #473 |
| Built By | Chicago & North Western Railway |
| Currently Owned By | Union Pacific Railroad |
| Superstructure Contractor | American Bridge Company of New York |
| Substructure Contractor | Unknown |
| Length | 80 Feet Total |
| Width | 1 Track |
| Height Above Ground | 15 Feet (Estimated) |
| Superstructure Design | Through Plate Girder |
| Substructure Design | Stone Masonry |
| Date Built | 1906 |
| Traffic Count | 1 Train/Day (Estimated) |
| Current Status | In Use |
| Chicago & North Western Railway Bridge Number | 473 |
| Union Pacific Railroad Bridge Number | 93.34 |
| Significance | Local Significance |
| Documentation Date | 1/20/2024 |
In 1836, the Galena and Chicago Union Railroad (G&CU) was charted to construct a railroad line between Chicago and Galena, Illinois. After attempts to construct the railroad in the late 1830s, the company came to a halt due to lack of funds. William B. Ogden was elected director of the G&CU in 1847, and construction on the railroad began in 1848. That year, the first four miles to present day Oak Park were constructed. In 1849, the railroad reached Turner Junction (West Chicago), thirty miles west of downtown Chicago. By the end of 1850, the railroad had reached Elgin, and in 1852, the railroad would reach Rockford. In 1853, the line would be extended to Freeport, Illinois; where it connected to the Illinois Central Railroad. The G&CU realized the company would be better served by constructing a mainline west towards Iowa, and never extended the line past Freeport. In total, the line would be 121 miles in length. 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. The West Chicago to Freeport line formed a secondary route, connecting industries to Chicago.
Through the 20th Century, this route began to decline in significance. The C&NW would become a
prominent railroad in the midwest, eventually building a system over
11,000 miles long. By the 1970s, industries had closed and passenger traffic disappeared.
In 1981, the C&NW would abandon the segment between Rockford and
Freeport. The right-of-way would be purchased by Commonwealth Edison,
and portions of the line converted to the Pecatonica Prairie Path. In 1995, the C&NW would be purchased by the
Union Pacific Railroad. Today, Union Pacific operates the West Chicago to Rockford segment as the Belvidere Subdivision, which mainly serves the Stellanis Plant in Belvidere. Metra service is scheduled to begin to Rockford in 2027, and utilize this line between Elgin and Rockford. West of Rockford, much of the route has become part of the Pecatonica Prairie Path.
Located in Rockford, this through plate girder bridge carries the former Chicago & North Western Railway over Tay Street and the South Fork of Kent Creek. The first bridge at this location likely consisted of a timber pile trestle, constructed to cross the creek. In the 19th Century, it is believed that this bridge was replaced by a steel or stone bridge. In 1888, the Illinois Central Railroad began operations nearby, and it is believed the bridge was replaced with a new girder span to cross industrial trackage and the creek. The bridge was reconstructed in 1906 to accommodate an extension of Tay Street, giving the bridge its current appearance. It is believed that the construction was a joint effort between the Illinois Central and C&NW. The bridge consists of a single 80-foot through plate girder span, set onto stone abutments. The girder utilizes a standard design, including a traditionally constructed floor and square girder ends. American Bridge Company fabricated the superstructure, and it is unknown if the substructure was constructed by contract or by railroad company forces. Through girder spans were popular for railroad use, as they were durable and easy to construct. Since the initial construction, the bridge itself has had only minor alterations. The railroad tracks underneath were removed in the 20th Century, and no trace of them exists. 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
| Builder and 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 |