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| Name | UP Wagon Tongue Creek Bridge Union Pacific Railroad Bridge #41.61 |
| Built By | Union Pacific Railroad |
| Currently Owned By | Union Pacific Railroad |
| Superstructure Contractor | American Bridge Company of New York |
| Length | 90 Feet Total, 50 Foot Main Span |
| Width | 1 Track |
| Height Above Ground | 15 Feet (Estimated) |
| Superstructure Design | Through Plate Girder and Steel Stringer |
| Substructure Design | Concrete and Concrete Pile |
| Date Built | 1907 |
| Traffic Count | 1 Train/Day (Estimated) |
| Current Status | In Use |
| Union Pacific Railroad Bridge Number | 41.61 |
| Significance | Local Significance |
| Documentation Date | 10/30/2021 |
Between 1876 and 1877, the Omaha and Republican Valley Railroad (O&RV) constructed a new railroad line between Fremont and Valparaiso, Nebraska. The line would be extended to Lincoln in 1880, and to Beatrice in 1884. The railroad was reorganized as the Omaha and Republican Valley Railway in 1887, which was sold to the Union Pacific Railroad (UP) between 1893 and 1898. UP had constructed and acquired a large amount of lines throughout the western United States, and was best known for completing the First Transcontinental Railroad. This route served as a secondary line for the UP, connecting several branch lines throughout southern Nebraska and Kansas. The route continued to be operated by Union Pacific until 2001, when the segment south of Lincoln was abandoned. This segment has since been turned into the Jamaica North Trail and the Homestead Trail. Union Pacific operates the remaining segment between Lincoln and Fremont as the Lincoln Subdivision.
Located along Nebraska Highway 79 near Agnew, this through plate girder bridge crosses Wagon Tongue Creek. Reportedly built in 1907, the bridge consists of a 50-foot through plate girder span, approached by a 20-foot steel stringer span on either end. The bridge is set onto concrete and concrete pile substructures. It is currently unknown if the approaches were added at a different time. Several bridges along this route were reconstructed with concrete pile piers and steel stringer spans in the early 1950s. This design of bridge was commonly used by railroads, as it was durable 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 locally significant, due to the common design.
Citations
| Build Date | Union Pacific Railroad Valuation Engineering Field Notes at the National Archives |
| Builder | Missing American Bridge Company plaque |
| Railroad History Citation | ICC Valuation Information, Compiled by Richard S. Steele |