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| Name | CTA Purple Line - Hamlin Street Bridge Chicago, Milwaukee & St. Paul Railway Bridge #J-164 |
| Built By | Chicago, Milwaukee, St. Paul & Pacific Railroad Chicago Rapid Transit Company |
| Currently Owned By | Chicago Transit Authority |
| Contractor | Unknown |
| Length | 66 Feet Total, 21 Foot Main Spans |
| Width | 2 Tracks |
| Height Above Ground | 12 Feet 0 Inches |
| Superstructure Design | Concrete Slab |
| Substructure Design | Concrete |
| Date Built | 1930 |
| Traffic Count | 150 Trains/Day (Estimated) |
| Current Status | In Use |
| Chicago, Milwaukee, St. Paul & Pacific Railroad Bridge Number | J-164 |
| Significance | Local Significance |
| Documentation Date | 7/8/2018 |
In 1883, the Chicago & Evanston Railroad began construction on a 12 mile railroad line, extending from the Chicago, Milwaukee & St. Paul Railway (Milwaukee Road) near Cortland Street in Chicago, north to Evanston, Illinois. From Clybourn Avenue to Fullerton Avenue, the route ran parallel to Lakewood Avenue, eventually joining Lakewood Avenue at Wrightwood Avenue. The line then followed Lakewood Avenue before diverging near Belmont Avenue. The route then turned, going past present-day Wrigley Field, before turning back north. The route continued into Evanston, ending at Linden Avenue in Wilmette. The railroad reorganized as the Chicago, Evanston & Lake Superior Railway in 1885, which was leased to the Milwaukee Road in 1887, eventually being purchased outright in 1898.
This route served as a branch line to serve various industries. Due to the largely residential areas the line traversed, the route north of Howard Street was leased to the Northwestern Elevated Railroad in 1908. The Northwestern Elevated Railroad Company (NWE) extended their electrified passenger service over the route, providing quick travel into and around Chicago. 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 1910, the line was elevated from Howard Street to Church Street, followed by Leland Avenue to Howard Street in 1922. By 1924, the Northwestern Elevated Railroad became part of the Chicago Rapid Transit Company. The tracks were elevated between Church Street to Central Avenue in Evanston between 1928 and 1931. In 1947, the CRT became part of the Chicago Transit Authority (CTA), which later acquired the line north of Leland Avenue.
By the 20th Century, the Milwaukee Road had become a prominent
railroad in the United States, operating a network of railroad lines
primarily in the Midwest. Through the 20th Century, the Milwaukee Road continued to operate the line south of Leland Avenue as an industrial switching line. 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. By 1985, a suitor for the
Milwaukee Road was being sought, and the Soo
Line Railroad, controlled by Canadian Pacific Railway (CP) purchased the
Milwaukee Road in 1986. The line south of Leland Avenue was abandoned between the 1970s and 1980s. North of Leland Avenue, the route has since become part of the CTA Purple Line.
Located in Evanston, this concrete slab bridge carries the CTA Purple Line over Hamlin Street. In the early 20th Century, the City of Evanston passed ordinances requiring railroads to elevate their tracks within city limits, similar to ordinances passed by Chicago. In 1910, the Milwaukee Road elevated their shared line between Howard Street and Church Street. An additional ordinance was passed in 1927, requiring the elevation of the tracks between Church Street and Isabella Street in Wilmette. Construction began on the elevation in 1929, and the work was completed in 1931. This bridge was constructed in 1930 as part of the track elevation project. The bridge consists of two 21-foot and two 12-foot concrete slab spans, set onto concrete substructures. The bridge was constructed for two tracks, but the abutments were constructed wide enough to carry four tracks. The two tracks utilize separate superstructures and piers, but share abutments. It is believed that the bridge was constructed by a contractor, as the Milwaukee Road reported that contract labor was cheaper.
The slab spans appear to be standard design. These spans were precast offsite, and installed here with minimal interruption to traffic. Decorative imprints were cast into the spans. The piers of the bridge consist of a single arch, supported by two concrete columns. This design of bridge was commonly used by railroads for grade separation projects in urban areas, as it provided a cheap, durable and easy to construct design. This design also offered minor decorative features at minimal additional cost. Overall, the bridge appears to be in fair to good condition, with no significant deterioration noted. The author has ranked this bridge as being locally significant, due to the common design.
Citations
| Build date | Chicago, Milwaukee, St. Paul & Pacific Railroad Annual Report, 1930 |
| Railroad History Citation | ICC Valuation Information, Compiled by Richard S. Steele |