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| Name | BNSF Marshall Boulevard Bridge Chicago, Burlington and Quincy Railroad Bridge #4.54 |
| Built By | Chicago, Burlington & Quincy Railroad |
| Currently Owned By | BNSF Railway |
| Superstructure Contractor | Lassig Bridge & Iron Works of Chicago |
| Length | 90 Feet Total, 55 Foot Main Span |
| Width | 4 Tracks |
| Height Above Ground | 12 Feet 10 Inches |
| Superstructure Design | Through Plate Girder |
| Substructure Design | Stone Masonry, Steel Bent and Concrete |
| Date Built | 1899 |
| Traffic Count | 120 Trains/Day (Estimated) |
| Current Status | In Use |
| Chicago, Burlington & Quincy Railroad Bridge Number | 4.54 |
| BNSF Railway Bridge Number | 4.54 |
| Significance | Local Significance |
| Documentation Date | 6/20/2015 |
<P>During the 1850s, the Chicago, Burlington & Quincy Railroad (CB&Q) was beginning to construct a railroad network throughout northern Illinois. Lines extending west from Aurora utilized a short branch to West Chicago to reach the Galena & Chicago Union Railroad, where the railroad had trackage rights into Chicago. This operation was unsatisfactory to the CB&Q, which desired a direct route into Chicago, which was quickly becoming the major railroad hub in the central United States. Construction began in 1862, progressing westwards from the Chicago River, where it connected to the St. Charles Airline to reach Union Station. The railroad reached a point west of Harlem, and would discontinue construction. Work resumed in 1872, with the route between Chicago and Aurora completed that year. This route provided a significant link for the CB&Q, and significantly improved operations. The line quickly became the principal mainline of the CB&Q, becoming known as the "racetrack" due to the volume of trains running between Chicago and Aurora. Because of the importance of this line, the route was initially constructed with two tracks. A third track would be constructed from Chicago to Belmont in 1887, with a fourth track constructed within Chicago in 1893. Like nearly all railroads within Chicago, the route was elevated and placed on retaining walls between the late 1890s and early 1900s. Additional tracks were added during this time. Further improvements were made in 1914, when a third track was added from Belmont to Eola. In 1922, a new elevated cutoff was constructed from Eola to the west side of Aurora, which provided three tracks. Throughout the 20th Century, the line continued to serve as the
principal mainline of the CB&Q. In
1970, the CB&Q was merged with the Northern Pacific
Railway and the Great Northern Railway to form Burlington Northern
Railroad (BN). The Regional Transportation Authority (RTA) began subsidizing commuter
operations within Chicago and the suburbs in 1974, eventually taking
control of operations as Metra in 1985. In 1996, BN merged with Atchison, Topeka & Santa Fe
Railway
to form BNSF Railway. BNSF currently operates the line as the Chicago
Subdivision, and it remains among the busiest lines within the Chicago
area. Metra continues to operate over this route between the Chicago Union Station and Aurora as the BNSF Line.
Located south of 19th Street, this bridge carries the BNSF Railway across Marshall Boulevard in the South Lawndale neighborhood of Chicago. In the late 19th Century, the numerous grade crossings throughout the City of Chicago posed a serious hazard to the general public. Overpasses, which carried roads over the railroads, were expensive and detrimental to the surrounding properties. By the late 1890s, the railroads began to work with the city to elevate segments of track through the city, placing subways at street crossings. An ordinance was passed on January 24, 1898 requiring the elevation of the CB&Q between Washtenaw Avenue and Kostner Avenue. Work in 1898 included installing the lower courses of the abutments, and work in 1899 involved installing the bridges and elevating the tracks. The girder spans were shipped whole from the Lassig plant at Wrightwood Avenue and Clybourn Avenue, and installed using derricks . Typical of early track elevations, the retaining walls are constructed of rubble limestone. The work was completed in 1899.
The bridge at Marshall Boulevard utilizes a 55-foot and two 17-foot through plate girder spans, set onto stone abutments and steel bents. The bridge was constructed for four tracks, and continues to carry four tracks. The bridge runs at a slight skew, and the abutments were constructed using limestone quarried in Indiana. The girder span utilizes a typical CB&Q design, including a floor constructed of a sheet metal deck set onto numerous parallel floorbeams. The ends of the girder utilize a deep taper, typical of CB&Q spans. In addition, the steel bents of the bridge utilize a decorative lattice, which was occasionally used to enhance the appearance of bridges. This design of bridge was commonly used by railroads throughout the United States, as it was durable and easy to construct. Overall, the bridge appears to be in fair condition, with no major deterioration noted. The abutments were encased in concrete in the 2000s, and the northeast outer girder has been replaced. The author has ranked the bridge as being locally significant, due to the common design.
Citations
| Builder and build date | Engineering News; Volume 43, Issue 2 |
| Railroad History Citation | ICC Valuation Information, Compiled by Richard S. Steele |