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| Name | Bloomingdale Trail - Western Avenue Bridge Chicago, Milwaukee & St. Paul Railway Bridge #Z-10A |
| Built By | Chicago, Milwaukee & St. Paul Railway |
| Currently Owned By | City of Chicago |
| Superstructure Contractor | Lassig Bridge & Iron Works of Chicago |
| Length | 70 Feet Total |
| Width | 2 Tracks |
| Height Above Ground | 15 Feet (Estimated) |
| Superstructure Design | Through Plate Girder |
| Substructure Design | Concrete |
| Date Built | 1899, Relocated Here 2014 |
| Original Location | Bloomingdale Line Ashland Avenue Underpass; Chicago, Illinois |
| Traffic Count | 0 Trains/Day (Bridge is Open to Pedestrian Traffic) |
| Current Status | Open to Pedestrian Traffic |
| Chicago, Milwaukee & St. Paul Railway Bridge Number | Z-10A (Western Avenue Bridge) |
| Chicago, Milwaukee & St. Paul Railway Bridge Number | Z-8A (Ashland Avenue Bridge) |
| Significance | Local Significance |
| Documentation Date | 7/8/2018; 9/30/2023 |
In 1872, the Chicago and Pacific Railroad was charted to construct a new 88-mile railroad line extending from Chicago, Illinois to Byron, Illinois. Construction began on the line in 1873, and the line was completed to Elgin in 1874, followed by to Byron in 1876. In Chicago, the railroad crossed the Chicago River three times, crossed Goose Island and turned west along Bloomingdale Avenue. In 1880, the railroad came under lease of the Chicago, Milwaukee & St. Paul Railway, commonly known as the Milwaukee Road. The Milwaukee Road continued construction, reaching Kittredge, Illinois in 1882. At Kittredge, this line connected to a line that had been completed to Savanna, Illinois by the Northern Illinois Railroad in 1862. This line became a principal mainline for the Milwaukee Road, later extending across Iowa to reach Omaha. Because of the importance of this line, the portion of the line west of Bloomingdale Avenue in Chicago to Bensenville was double tracked in 1885. In 1892, construction on a second track began between Bensenville and Genoa, which would be completed in 1897. By 1899, the line was double tracked to Savanna. During the late 19th Century, the numerous grade crossings throughout Chicago became a hazard for the general public, and the City of Chicago investigated solutions. The City issued ordinances to railroads to elevate their tracks. This line was elevated between Elston Avenue and Ashland Avenue in 1899, followed by the section from Lawndale Avenue to Pulaski Road in 1900 and from Pulaski Road to Kostner Avenue by 1902. The Bloomingdale Line from Ashland Avenue to Lawndale Avenue would be elevated between 1913 and 1915.
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. 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. This line continued to serve as a critical mainline for the railroad during the 20th Century, as it provided a connection between Chicago and the mainlines to Omaha and Kansas City. Significant upgrades were made during the 1930s and 1940s, including replacing bridges and revising curves. During the 1970s, conditions of the line gradually deteriorated, and much of the second track was removed in the late 1970s.
Portions of the line in Chicago were removed in the late 1970s. 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. In 1997, CP would sell the line
segment to I&M Rail Link, which was purchased by the Dakota,
Minnesota & Eastern Railroad (DM&E) subsidiary Iowa, Chicago
& Eastern Railroad (IC&E). Portions of the Bloomingdale Line between Pacific Junction and the Kennedy Expressway were abandoned in 2001. Chicago Transfer Railway (CTR) began operations around Goose Island in 2007, using former Milwaukee Road trackage. The DM&E/IC&E were purchased
by Canadian Pacific in 2008. The Bloomingdale/606 Trail was constructed on the right-of-way between Ashland Avenue and Lawndale Avenue in 2014. The CTR trackage was abandoned in 2018. CP merged with Kansas City Southern
Railway in 2023 to form CPKC. Today, CPKC operates the Elgin Subdivision between Pacific Junction and Randall Road in Elgin; and the Chicago Subdivision between Elgin and Savanna. In addition, Metra operates commuter service as the Milwaukee West line over the Elgin Subdivision.
View an article discussing this track elevation project (digitalized by Google)
Located in the West Town neighborhood of Chicago, this through girder bridge carries the former Milwaukee Road Bloomingdale Line, now the Bloomingdale (606) Trail, over Western Avenue. During the late 1890s and early 1900s, the City of Chicago passed numerous ordinances requiring the elevation of railroad tracks in the city. By 1910, almost all of the mainlines operating in the city had been elevated. On June 27th, 1910, the City of Chicago passed an ordinance requiring the elevation of the Milwaukee Road Bloomingdale Line between Ashland Avenue and Lawndale Avenue. Construction on the project began in 1913 and was completed in early 1915. Work was completed by constructing temporary trestles, constructing the retaining walls, then constructing the subways and filling the retaining walls. This track elevation project mainly used concrete slab subways and concrete retaining walls, typical of later track elevation projects in Chicago.
The original subway at Western Avenue was constructed in 1914, and consisted of a standard 66-foot concrete slab span, divided into four spans. The bridge utilized a typical design for this track elevation project, with precast concrete slabs and decorative piers. The condition of the original bridge significantly deteriorated during the 20th Century, and it was determined not feasible to reuse the original structure. In 2014, construction began to convert the line to the Bloomingdale Trail, and the original bridge would be demolished. In response, a 70-foot, double track through plate girder span was relocated from Ashland Avenue, and installed on modified concrete abutments. This span had been constructed when the tracks were elevated to accommodate a grade crossing of the Chicago & North Western line. The girder span was originally fabricated in 1899 by Lassig Bridge & Iron Works as part of an early track elevation project along this route. In addition, steel stringer spans were installed on either end to help reach the elevation of the new bridge.
Upon relocation, the girder was removed from its original location, and moved by truck through the streets of West Town. The girder span utilizes typical details for the era, including rounded edges and a floor consisting of a sheet metal deck. This design of bridge was commonly used for grade separations in Chicago, until its popularity was replaced by concrete structures. Upon relocation, the bridge was rehabilitated and received a coat of brown paint. Overall, the bridge appears to be in fair to good condition, with no significant deterioration noted. The author has ranked the bridge as being locally significant, due to the common design.
Citations
| Fabrication date | Elevation of line at Ashland Avenue |
| Builder | Missing Lassig Bridge & Iron Works plaque |
| Erection Date | Aerial Imagery |
| Railroad History Citation | ICC Valuation Information, Compiled by Richard S. Steele |