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| Name | CPKC S. Branch Kishwaukee River Bridge Chicago, Milwaukee & St. Paul Railway Bridge #Z-204 |
| Built By | Chicago, Milwaukee, St. Paul & Pacific Railroad |
| Currently Owned By | Canadian Pacific Kansas City Limited |
| Superstructure Contractor | Unknown |
| Length | 215 Feet Total, 55 Foot Main Span |
| Width | 2 Tracks, 1 In Use |
| Height Above Ground | 15 Feet (Estimated) |
| Superstructure Design | Deck Plate Girder |
| Substructure Design | Stone Masonry and Concrete |
| Date Built | c. 1930 |
| Traffic Count | 10 Trains/Day (Estimated) |
| Current Status | In Use |
| Chicago, Milwaukee & St. Paul Railway Bridge Number | Z-204 |
| Significance | Local Significance |
| Documentation Date | 3/19/2023; 2/24/2024 |
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 north of Illinois Route 72 on the west side of Genoa, this deck plate girder bridge carries the former Milwaukee Road over the South Branch Kishwaukee River. Little is known about the first bridge at this location, although it was likely a timber structure. In 1898, this line was double tracked, and a bridge consisting of three 72-foot through plate girder spans was constructed. New stone abutments and steel cylinder piers were constructed for the bridge. This bridge served until approximately 1930, when it was replaced by the current structure. The spans of the old bridge were reused at Canton, South Dakota and Rapid City, South Dakota.
The current bridge consists of a double track deck plate girder span, set onto concrete piers and stone abutments, which were reused from the previous bridge. The main span of the bridge consists of a 55-foot span, which is approached by two 40-foot spans on either side. The girder spans appear to use a standard design, and no plaque could be found on them indicating a builder or build date. This design of bridge was commonly used by railroads throughout the United States, as they were durable and easy to construct. It is believed that the bridge was constructed in either 1929 or 1930, which coincides with a major reconstruction program along this route. Overall, the bridge appears to be in fair to poor condition, with significant deterioration noted to the unused track superstructure. The author has ranked this bridge as being locally significant, due to the common design.
Citations
| Railroad History Citation | ICC Valuation Information, Compiled by Richard S. Steele |