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| Name | UP Straight River Bridge #5 Chicago, Rock Island & Pacific Railroad Bridge #2875 |
| Built By | Chicago, Rock Island & Pacific Railway |
| Currently Owned By | Union Pacific Railroad |
| Superstructure Contractor | Unknown |
| Substructure Contractor | Unknown |
| Length | 215 Feet Total, 114 Foot Main Span |
| Width | 1 Track |
| Height Above Ground | 50 Feet (Estimated) |
| Superstructure Design | Warren Deck Truss and Deck Plate Girder |
| Substructure Design | Stone Masonry and Concrete |
| Date Built | 1903 |
| Traffic Count | 10 Trains/Day (Estimated) |
| Current Status | In Use |
| Chicago, Rock Island & Pacific Railroad Bridge Number | 2875 |
| Union Pacific Railroad Bridge Number | 287.50 |
| Significance | Moderate Significance |
| Documentation Date | 11/25/2017 |
In 1900, the Burlington, Cedar Rapids and Northern Railway (BCR&N) sought to construct a new line between their existing system in Iowa and the Twin Cities in Minnesota. The first 44 miles between Mason City, Iowa and Albert Lea, Minnesota would be constructed in 1900, with an additional 54 miles constructed between Albert Lea and Comus, Minnesota in 1901. Between Comus and Rosemont, the BCR&N would use existing tracks owned by the Chicago, Milwaukee & St. Paul Railway (Milwaukee Road). From Rosemont to Inver Grove Junction, an additional 11 miles of track would be constructed in 1901. In 1903, the BCR&N was purchased by the Chicago, Rock Island & Pacific Railway (Rock Island). The Rock Island operated this route as a mainline, and it formed the northern portion of the Kansas City-Des Moines-St. Paul "Spine Line".
Due to regular financial hardship, the maintenance on this line was often deferred. In March 1980, the Rock Island ceased all operations, and its lines were abandoned or sold to other railroads. The Chicago & North Western Railway (C&NW) and Soo Line both had interest in the Spine Line, with the C&NW eventually purchasing the route. During 1982 and 1983, significant money was allocated for rebuilding the deteriorated route, and trains began using the route. In 1995, C&NW was purchased by Union Pacific Railroad (UP). Union Pacific continues to operate this route as the Albert Lea Subdivision.
Located between Clinton Falls and Owatonna, this large deck truss bridge is the fifth crossing of the Straight River along this route, and arguably the most significant. Built in 1903, the bridge features a single 114-foot 10-panel riveted Warren deck truss, approached by two 50-foot deck plate girder spans. The abutments of the bridge are constructed of stone, while the piers are constructed of concrete. It is unknown why a truss span was used here, when other spans utilized deck plate girders. The author suspects it may be related to the high grade the railroad was constructed on, necessary to cross the Milwaukee Road north of here. The truss design was used relatively infrequently by railroads throughout the United States, as it was often more difficult to construct and more costly. Overall, the bridge appears to be in fair to good condition, with some minor deterioration noted throughout the bridge. Some rivets on the truss span have been replaced by bolts, likely after the C&NW took over the route. The author has ranked this bridge as being moderately significant, due to the truss design.
Citations
| Build Date | Construction of line |
| Railroad History Citation | ICC Valuation Information, Compiled by Richard S. Steele |