From Valentine, the route continued west along a due-west trajectory. Near Chadron, Nebraska, the route turned north, heading into South Dakota.
By 1886, the route would reach Rapid City from the south. At a point near Chadron, another route continued west towards Casper, Wyoming. When opened, the junction point became known as "Dakota Junction".
In 1887, the railroad continued north out of Rapid City, reaching Whitewood, approximately 36 miles away.
In 1890, the route would be extended again, reaching Belle Fourche.
By 1903, the FE&MV would be purchased by the Chicago & North Western. In 1906, a connection would be made to the rest of the Chicago & North Western system via Pierre, connecting this route to the mainlines of Minnesota and Wisconsin.
Eventually, the route was continued west a short distance to some Bentonite Mines near Colony, Wyoming.
Because of the nature of this line, it was profitable to the C&NW. However, a number of branch lines and spurs which came off of this route were less fortunate, and later abandoned.
By 1986, the C&NW was reorganizing and consolidating traffic. The route from Dakota Junction to Colony, Wyoming was sold to the Dakota, Minnesota & Eastern Railroad in 1986.
DM&E operated this route and was largely successful doing it. In 2008, Canadian Pacific Railway acquired the DM&E, and operated it as a subsidiary.
By 2014, CP had no interest in any line west of Tracy, Minnesota. In turn, the route was sold to the Rapid City, Pierre & Eastern Railroad.
Currently, the RCP&E operates this line as a mainline.
06/26/21
Located in the town of Black Hawk, just northwest of Rapid City is what is believed to be the oldest bridge in South Dakota.
Originally built in 1879 at an unknown location in Wisconsin, this bridge was later moved to the present location at an unknown date.
It is believed that bridge bridge originated from one of two locations in Wisconsin. The first location was across the Oconto River, near Oconto Wisconsin. This is the more likely original location, due to that bridge not being replaced with the current bridge until 1904.
Less likely is the notion that the bridge could have been relocated from other locations across the Baraboo River in Sauk County, Wisconsin. The spans would have been moved here in 1896 with this theory, and would likely have stone abutments instead of concrete.
Regardless of the original location, this structure is one of the most historic bridges in South Dakota. According to Bridgehunter.com, the bridge is the only structure built in the 1870s left in the state.
In addition to having such a high level of honor, the bridge also features the designs of Leighton Bridge & Iron Works, and is one of only four such spans known to be intact.
With a Quadrangular Through Truss design, with lightweight members and a detailed portal, the bridge screams "1870s structure". However, a clear indication of relocation is the concrete substructures that the bridge rests on.
Overall, the bridge remains in a good, although lightweight condition. During the days of Canadian Pacific ownership, the bridge had the connections rehabilitated. Previous rehabilitations appear to have occurred in the early 20th century.
Preservation like this is a good balance between keeping historic nature, and creating a functional bridge. It is hoped that these trusses can someday find a second use.
The author has ranked this as being a nationally significant bridge, due to the exceedingly rare works of Leighton Bridge & Iron Works, as well as the status of the oldest bridge in South Dakota.
Worth noting is the fact that no road bridge built before 1890 in South Dakota continues to exist, according to Bridgehunter. All 18 of the railroad bridges built before 1890 in the state are truss structures, with 15 confirmed being relocated from out of state, and two more that are likely to have been relocated from other states.
The photo above is an overview. The bridge can easily be accessed from nearby roads.