Hastings Lift Bridge

Located in Hastings, this large through truss lift bridge carries the former Chicago, Milwaukee, St. Paul & Pacific Railroad across the Mississippi River just downstream from US Highway 61. The first bridge at this location consisted of a 290-foot, pin-connected Post through truss swing span, approached two 150-foot iron Post through trusses on the north end and a timber pile trestle on the south end. The 147-foot spans were flanked by a 106-foot combination truss span, about 2,300 feet of timber pile trestle, and two more 105-foot combination truss spans. An additional 700 feet of timber trestle approached the north end of the bridge. The first bridge was set onto piers constructed of limestone quarried in the area. American Bridge Company fabricated the original post trusses, and an unknown contractor constructed the original substructures. In 1880, the combination spans were replaced by iron Pratt through truss spans of the same length. The swing span and two 147-foot spans were replaced with new steel Pratt through truss spans in 1891, which reused much of the original substructures. These spans were reportedly fabricated by the railroad company. The remaining timber pile trestle approaches were rebuilt in-kind at this time.

In 1910, much of the bridge would again be reconstructed with new steel spans. Two 147-foot, 6-panel riveted Warren through truss spans were installed to replace the original 150-foot spans, and the north approach was replaced with one 54-foot and twenty-one 50-foot deck plate girder spans. The new spans would be set onto concrete piers, which appear to have replaced the original stone piers. The old 147-foot spans were reused at Sauk City, Wisconsin, where they continue to stand. The truss spans were fabricated by the Fort Pitt Bridge Works, and the deck girder spans were fabricated by an unknown contractor. Throughout much of the 20th Century, the bridge remained largely unchanged, and the 1891-era swing span remained in use. Due to the narrow shipping lanes created by the center pier of the swing pier, the Coast Guard and the Milwaukee Road began working together to plan a suitable replacement to the bridge.

By the late 20th Century, the old bridge was becoming too light for modern traffic. A vertical lift span was desired to replace the old bridge, to provide for save river navigation. The original swing span and an approach truss were replaced by a new 322-foot, riveted, 12-panel Warren through truss between 1980 and 1981. The towers of the lift span are set onto short cantilever arms on either end, including a 64-foot, 2 panel span on the south side and a 101-foot, 4-panel span on the north side. The remaining approach truss was placed onto new concrete pier. Typical of truss spans from this era, the lift span is heavily constructed, using rolled members, a bolted floor and A-frame portal bracing. Despite the newer age, much of the lift span uses riveted connections. The lift span operates by a system of counterweights and pullies on each tower, and the counterweights are driven from the towers. An unknown contractor fabricated the new lift span, while another unknown contractor constructed the new substructures. Howard, Needles, Tammen & Bergendoff designed the new lift span, and an unknown contractor erected the span.

The most recent upgrade to the bridge came in 2014-2015, and involved the replacement of the entire north approach of the bridge with spans of the same design. As part of these alterations, the original piers were repaired with concrete as necessary. Overall, the bridge appears to be in good condition, with little significant deterioration noted. Unfortunately, the only remaining historic component of this bridge is the north approach truss, which could be a candidate for replacement in the coming years. The author has ranked the bridge as being moderately significant, due to the truss design.