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| Name | CPKC Bridge #Z-366 Chicago, Milwaukee & St. Paul Railway Bridge #Z-366 |
| Built By | Chicago, Milwaukee & St. Paul Railway |
| Currently Owned By | Canadian Pacific Kansas City Limited |
| Superstructure Contractor | Unknown |
| Length | 26 Feet Total |
| Width | 2 Tracks, 1 In Use |
| Height Above Ground | 5 Feet (Estimated) |
| Superstructure Design | Steel Stringer |
| Substructure Design | Concrete |
| Date Built | c. 1930 |
| Traffic Count | 10 Trains/Day (Estimated) |
| Current Status | In Use |
| Chicago, Milwaukee & St. Paul Railway Bridge Number | Z-366 |
| Significance | Minimal Significance |
| Documentation Date | 4/20/2019 |
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.
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 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.Located along Adeline Road in the small town of Adeline, this steel stringer bridge carries the former Milwaukee Road mainline over an unnamed creek. The first bridge at this location was likely a timber pile trestle, constructed when the line was first built. Most bridges along this route were replaced by permanent steel structures in the 1880s and 1890s, and it is believed the timber bridge was replaced at that time. In the early 20th Century, the bridge was reconstructed using a 20-foot double track twinned deck plate girder span, set onto stone or concrete abutments. It is likely that this bridge was constructed using secondhand material, as the Milwaukee Road typically strengthened girder spans by reusing additional girder lines from other structures. During the 1920s and 1930s, the Milwaukee Road invested significant capital into reconstructing bridges along this route, and this bridge appears to have been reconstructed in approximately 1930. It is unknown if the previous spans were reused at another location.
Currently, the bridge consists of a 26-foot steel stringer span, set onto concrete abutments. Each track uses four beam lines, which are connected by solid plates riveted to the beams. The abutments of the bridge utilize a design not typical for the Milwaukee Road. In addition, there is a small step on each abutment, possibly indicating that previous stone abutments were encased in concrete. An unknown contractor fabricated the superstructure, and it is believed that railroad company forces constructed the substructure and erected the bridge. This type of bridge was commonly used by railroads, as it was durable, economical and easy to construct. Overall, the bridge appears to be in fair to good condition, with no significant deterioration noted. The author has ranked the bridge as being minimally significant, due to the common design and newer age.
Citations
| Railroad History Citation | ICC Valuation Information, Compiled by Richard S. Steele |