UP Scranton Avenue Bridge (East)

Lake Bluff, Lake County, Illinois

Default pic
Looking south
Looking south
Overview
South abutment
South span
Overview
Overview
South abutment
South span
Pier
Girder end
North span
North abutment
North abutment
Pier
Bent
Floor detail
Looking north between bridges
Overview
Overview

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Default Pic
Looking south
Looking south
Overview
South abutment
South span
Overview
Overview
South abutment
South span
Pier
Girder end
North span
North abutment
North abutment
Pier
Bent
Floor detail
Looking north between bridges
Overview
Overview
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Date Taken:
Author:
Caption:
Name UP Scranton Avenue Bridge (East)
Chicago & North Western Railway Bridge #1375
Built By Chicago & North Western Railway
Currently Owned By Union Pacific Railroad
Superstructure Contractor American Bridge Company of New York
Substructure Contractor Unknown
Length 99 Feet Total, 52 Foot Largest Span
Width 2 Tracks
Height Above Ground 15 Feet (Estimated)
Superstructure Design Through Plate Girder
Substructure Design Stone Masonry and Steel Bent
Date Built 1904
Traffic Count 75 Trains/Day (Estimated)
Current Status In Use
Chicago & North Western Railway Bridge Number 1375
Union Pacific Railroad Bridge Number 30.17
Significance Local Significance
Documentation Date 4/21/2024

In the early 1850s, several railroad companies began constructing railroad lines radiating from Chicago.  In 1855, the Chicago & Milwaukee Railroad (C&M) constructed a 45-mile railroad line, extending north from an existing railroad line at Ashland Avenue and Armitage Avenue in Chicago to the Wisconsin State Line near Kenosha.  At the same time, the Milwaukee & Chicago Railroad (M&C) constructed an additional 40 miles north to Milwaukee.  The two railroads would be consolidated into a new railroad known as the Chicago & Milwaukee Railroad (C&M) soon after completion, and would come under control of the Chicago & North Western Railway (C&NW) in 1866.  The C&M was leased to the Chicago, Milwaukee and North Western Railway (CM&NW) in 1883.  The C&NW acquired control of the CM&NW soon after.   The C&NW had constructed and acquired a large network of railroad lines through the Midwest.  This line formed a portion of the principal north mainline of the C&NW, eventually extending to northern Wisconsin and the Upper Peninsula of Michigan.  Due to increasing traffic along this line, a second track would be constructed between 1890 and 1892.

In the late 19th Century, railroad traffic had become a significant safety hazard for the City of Chicago.  A solution was devised to elevate the railroad tracks throughout the city, placing the railroads upon embankments and constructing subways at each street.  In 1898, the C&NW completed track elevation and a third track from Ashland Avenue to Balmoral Avenue; followed by Balmoral Avenue into Evanston between 1907 and 1910.  The C&NW would become a prominent railroad in the Midwest, eventually building a system over 11,000 miles long.  Throughout the 20th Century, this line would continue to be an integral part of the C&NW system.  The second track would be removed north of Kenosha after 1959.  In 1995, the C&NW would be purchased by the Union Pacific Railroad.  Union Pacific continues to operate the route as the Kenosha Subdivision.  Metra operates a commuter service, the Union Pacific-North Line over the Chicago to Kenosha section.

Located in Lake Bluff, this through plate girder bridge carries the Union Pacific North line over Scranton Avenue and the North Shore Bike Path. Nearly identical to the western bridge at this location, the bridge was constructed to cross the Chicago, North Shore & Milwaukee Railroad. Built in 1904, the bridge consists of a 52-foot and a 47-foot through plate girder span, set onto a steel bent pier and stone abutments. The bridge utilizes a typical design for the era, including a buckle plate floor and rounded ends. In addition, the bridge is heavily riveted, runs at a slight skew and utilizes three girder lines. American Bridge Company fabricated the superstructure, and it is believed an unknown contractor constructed the substructure. These types of spans were initially popular for grade separations, as they provided a solid floor. However, the sheet metal decks were prone to pooling water, resulting in loss of the steel. This design was superseded by trough and ballast floor spans in the early 20th Century. Overall, the bridge appears to be in fair condition, with some deterioration noted throughout the superstructure. The author has ranked this bridge as being locally significant, due to the common design.

Citations

Builder and build date American Bridge Company plaque
Railroad History Citation ICC Valuation Information, Compiled by Richard S. Steele