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| Name | UP Big Papillion Creek Bridge Union Pacific Railroad Bridge #9.64 |
| Built By | South Omaha & Western Railroad |
| Currently Owned By | Union Pacific Railroad |
| Superstructure Contractor | American Bridge Company of New York |
| Substructure Contractor | Kilpatrick Brothers of Beatrice, Nebraska Collins Contracting Company of Beatrice, Nebraska |
| Engineer | James Keys |
| Length | 494 Feet Total, 80 Foot Largest Span |
| Width | 2 Tracks |
| Height Above Ground | 65 Feet (Estimated) |
| Superstructure Design | Deck Plate Girder and Steel Stringer |
| Substructure Design | Concrete, Steel Tower, Steel Bent and Steel Pile |
| Date Built | 1907, Approaches Rebuilt c. 1985 |
| Traffic Count | 25 Trains/Day (Estimated) |
| Current Status | In Use |
| Union Pacific Railroad Bridge Number | 9.64 |
| Significance | Moderate Significance |
| Documentation Date | 12/7/2019 |
In 1862, United States President Abraham Lincoln signed the Union Pacific Charter, declaring a railroad would be built west from Omaha, to a point on the West Coast at San Francisco. Construction on the Union Pacific Railroad began in Omaha in 1865, with construction of a line extending south of Omaha, to Bellevue, Nebraska; where the line would turn west and extend to Millard. The railroad then headed northwest to Fremont, Nebraska, being completed in December of that year. The railroad then turned west along the Platte River Valley. By the end of 1866, the railroad had reached North Platte, Nebraska; extending through the towns of Columbus, Grand Island and Kearney. Some 240 miles of new railroad were constructed in 1866. Work continued the following spring, reaching Cheyenne, Wyoming by the end of the year, some 500 miles west of Omaha. Work continued westwards in 1868 and 1869, with the line meeting the Central Pacific Railroad at Promontory Point, Utah in 1869.
This route became the backboke of the Union Pacific Railroad, known as the Overland Route. A bridge was completed into Council Bluffs in 1872, where the line linked with the heavily used Chicago & North Western Railway mainline to Chicago. Numerous revisions were made to the route throughout the 19th and 20th Centuries. Much of the route was double tracked between 1900 and 1917, and the railroad was realigned in Omaha. A new cutoff was constructed, bypassing the original route between Omaha and Millard. The original route between Omaha and Millard was utilized as a secondary route. The route between Paillion and Bellevue was abandoned in 1989, and two more miles on the west end were abandoned in 1994. The original line was further abandoned in 2004, when the line was abandoned to Millard. In 2024, Union Pacific continues to operate this line, and it handles considerable traffic. Portions of the original line around Omaha have became a trail. Union Pacific currently operates the Omaha Subdivision between Omaha and Fremont, the Columbus Subdivision between Fremont and Grand Island, the Kearney Subdivision between Grand Island and North Platte, and the Sidney Subdivision from North Platte to Cheyenne.
View an article regarding the construction of the Omaha Cutoff
Located south of Interstate 80 in Omaha, this large deck plate girder viaduct crosses Little Papillion Creek and the Big Papio Trail. Originally built in 1907 as the South Omaha & Western Railroad constructed a new alignment between South Omaha and Lane, the bridge initially consisted of three 80-foot, two 60-foot and two 40-foot deck plate girder spans, set onto steel towers and concrete footings. In approximately 1985, the ends of the bridge were reconstructed, resulting in the current configuration. The 60-foot spans were shortened to 50-foot spans, and two 20-foot steel stringer spans installed at each end. New steel pile substructures were constructed at this time.
During the construction process, a temporary trestle would be constructed, and the embankment constructed underneath of it. Because of the large embankment the railroad was built on, large viaducts would be required at the Little Papillion Creek and the Big Papillion Creek valleys. Deck girder viaducts, such as this structure, were the preferred bridge design for crossing deep valleys, due to the design providing the highest durability and easiest construction for the cheapest cost. It is not uncommon for the ends of large viaducts like this to be altered one or more times, as settling of the large embankments was common for these bridges. It appears the original abutments may have been prone to settlement. Overall, the bridge appears to be in good condition, and the bridge appears to be well maintained. The author has ranked this bridge as being moderately significant, due to the viaduct design.
Citations
| Builder and build date | The Railroad Gazette; Volume 41 |
| Railroad History Citation | ICC Valuation Information, Compiled by Richard S. Steele |