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| Name | UP Bridge #232.93 Chicago & North Western Railway Bridge #778 1/2 |
| Built By | Chicago, St. Paul, Minneapolis & Omaha Railway |
| Currently Owned By | Union Pacific Railroad |
| Superstructure Contractor | American Bridge Company of New York |
| Substructure Contractor | Unknown |
| Length | 30 Feet Total |
| Width | 1 Track |
| Height Above Ground | 10 Feet (Estimated) |
| Superstructure Design | Through Plate Girder |
| Substructure Design | Concrete |
| Date Built | 1907, Abutments Constructed 1927 |
| Date Removed | 2023 |
| Traffic Count | 0 Trains/Day (Bridge has been Filled) |
| Current Status | Filled In |
| Chicago & North Western Railway Bridge Number | 778 1/2 |
| Union Pacific Railroad Bridge Number | 232.93 |
| Significance | Local Significance |
| Documentation Date | 11/23/2019 |
In 1865, the Minnesota Valley Railway Company (MVR) began construction on a new railroad line between Mendota, Minnesota and St. James, Minnesota. In 1865, the first 22 miles were completed between Mendota, Minnesota and Merriam Junction, Minnesota; followed by 17 additional miles to Belle Plaine, Minnesota in 1866. In 1867, the MVR completed an additional 16 miles to Le Sueur, Minnesota; followed by 12 additional miles to Kasota, Minnesota in 1868. In 1869, the MVR completed an additional 22 miles to Lake Crystal, Minnesota. The same year, an additional 5 miles would be completed between St. Paul, Minnesota and Mendota. In 1870, the MVR would be purchased by the St. Paul and Sioux City Railroad (StP&SC). 22 additional miles to St. James, Minnesota would be completed in 1870. The StP&SC completed 58 more miles from St. James to Worthington, Minnesota in 1871; and 64 additional miles to Le Mars, Iowa were completed in 1872. At Le Mars, the route connected to an existing railroad, over which the StP&SC used trackage rights to reach Sioux City, Iowa.
In 1881, the StP&SC would be sold to the Chicago, St. Paul, Minneapolis & Omaha Railway (Omaha Road). The Omaha Road would come under control of the Chicago & North Western Railway (C&NW) the next year. The C&NW had developed a large network of railroad lines in the Midwest, with the Omaha Road serving as the northern extent of the company. This route became the main line of the Western District of the Omaha Road. Several improvements were made to the line in the late 19th and early 20th Centuries. Between 1898 and 1906, several sections of the line were realigned between Blakeley, Minnesota and Mankato. In 1957, the C&NW leased the Omaha Road, and the C&NW purchased the company in 1972. The C&NW was purchased by Union Pacific Railroad (UP) in 1995. UP still operates the St. Paul to St. James segment as the Mankato Subdivision and the St. James to Sioux City segment as the Worthington Subdivision. The line remains a mainline for UP, connecting St. Paul to Sioux City and providing UP with a mainline into the Twin Cities.
Once located along Iowa Highway 60 south of Carnes, this through plate girder bridge carried the former Chicago, St. Paul, Minneapolis & Omaha Railway (Omaha Road) mainline over a former alignment of 500th Street. The first bridge at this location consisted of a timber pile trestle, which had been periodically renewed since the line was first constructed. During the early 20th Century, the Omaha Road invested significant capital into this line, replacing timber bridges with steel, stone and concrete structures. In 1907, the bridge was rebuilt with a through plate girder span, set onto timber pile piers and approached by timber pile trestle spans. The most recent alteration to the bridge came in 1927, when the approaches were filled and new concrete abutments constructed, giving the bridge its final configuration. The bridge consisted of a single 30-foot through plate girder span, set onto concrete abutments. The superstructure followed a standard design, with heavy girders, a standard floor and square girder ends. The abutments also used a standard design, with sloped wing and back walls. American Bridge Company fabricated the superstructure, while an unknown contractor constructed the abutments. Through plate girder spans were commonly used by railroads, as they were durable and easy to construct. The bridge was replaced by corrugated culverts in 2023, and the remainder of the opening filled. Overall, the bridge appeared to be in fair condition at the time of documentation, with some spalling and deterioration noted to the concrete substructures. The author has ranked this bridge as being locally significant, due to the common design.
Citations
| Build date and builder (superstructure) | Chicago, St. Paul, Minneapolis & Omaha Railway Contract Records for Valuation Section Iowa-1 at the Chicago & North Western Historical Society Archives |
| Builder (substructure) | Chicago, St. Paul, Minneapolis & Omaha Railway Record of Property Changes for Valuation Section Iowa-1 at the Chicago & North Western Railway Historical Society Archives |
| Railroad History Citation | ICC Valuation Information, Compiled by Richard S. Steele |