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| Name | RWRR Rapid Creek Bridge #1 Chicago, Milwaukee & St. Paul Railway Bridge #W-318 |
| Built By | Chicago, Milwaukee, St. Paul & Pacific Railroad |
| Currently Owned By | Ringneck & Western Railroad |
| Superstructure Contractor | Unknown |
| Length | 225 Feet |
| Width | 1 Track |
| Height Above Ground | 10 Feet (Estimated) |
| Superstructure Design | Through Plate Girder and Timber Pile Trestle |
| Substructure Design | Timber Pile |
| Date Built | 1937 Using Spans Fabricated 1898 |
| Original Location | Bridge #Z-204; Genoa, IL |
| Traffic Count | Less than 1 Train/Day (Estimated) |
| Current Status | In Use |
| Chicago, Milwaukee, St. Paul & Pacific Railroad Bridge Number | W-318 |
| Significance | Local Significance |
| Documentation Date | 7/16/2017 |
With the opening to Native American Lands to development in 1905, the White River Valley Railroad (WRV) was charted to construct a railroad between Chamberlain, South Dakota and Rapid City, South Dakota. Located on the Missouri River, Chamberlain had been the western terminus of the Chicago, Milwaukee & St. Paul Railway (Milwaukee Road) since 1881. In 1905, a pontoon bridge was built across the Missouri River, and construction began on the line. In 1906, the railroad reached Murdo, and construction reached Rapid City in 1907. The WRV was absorbed by the Milwaukee Road in 1910.
The Milwaukee Road operated this route as a secondary route, connecting
cities in rural South Dakota. 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. As the Milwaukee Road continued to face
financial turmoil, branch lines began to see deteriorated conditions. In
1980, the Milwaukee Road sought to abandon significant trackage in
South Dakota, including the Sioux City to Edgeley segment. The State of
South Dakota purchased the railroad line, and in 1987 the Dakota Southern Railway began operations. The line from Kadoka to Rapid City would be closed and railbanked in 1996. In 2021, the State of South Dakota sold the railroad to Watco owned Ringneck & Western Railroad, the current operators of the line. The Kadoka to Rapid City segment remains out of service.
Located in Rapid City, this bridge is the westernmost and first crossing of Rapid Creek along this line. The previous bridge at this location was a timber pile trestle, which was prone to washouts. In 1937, two 72-foot type "C-4" through plate girder spans would be installed on timber piers, and new timber trestle approaches constructed. The girder spans were reused from bridge #Z-204 across the Kishwaukee River at Genoa, Illinois. These spans were fabricated in 1898 as part of a double track bridge. Four of the nine girders were used at this location, and two additional girders were used at bridge #T-648 across the Big Sioux River at Canton, South Dakota. When the girders were installed at this location, they were converted to skewed spans by altering the floor beams. Railroads commonly reused metal spans, as they could often be feasibly installed at a new location for cheaper than constructing a new bridge. The through plate girder design was commonly used by railroads throughout the United States, as it was durable and easy to construct. Overall, this bridge appears to be in fair condition, with no significant deterioration noted. The author has ranked this bridge as being locally significant, due to the common design.
Citations
| Build Date | Milwaukee Road Bridge Index, located at the Milwaukee Road Archives at the Milwaukee Public Library |
| Relocation Information | Milwaukee Road Bridge Records at the South Dakota State Historical Society |
| Railroad History Citation | ICC Valuation Information, Compiled by Richard S. Steele |