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| Name | MPL Minnesota River Bridge Minneapolis & St. Louis Railway Bridge #53 |
| Built By | Minneapolis & St. Louis Railway |
| Currently Owned By | Minnesota Valley Regional Railroad Authority (Operated by Minnesota Prairie Line, Inc.) |
| Superstructure Contractor | Phoenix Bridge Company of Phoenixville, Pennsylvania |
| Length | 1342 Feet Total, 157 Foot Main Span |
| Width | 1 Track |
| Height Above Ground | 20 Feet (Estimated) |
| Superstructure Type | Pratt Through Truss and Timber Pile Trestle |
| Substructure Type | Stone Masonry and Timber Pile |
| Date Built | 1898 |
| Traffic Count | Less than 1 Train/Day (Estimated) |
| Current Status | Open to Traffic |
| Minneapolis & St. Louis Railway Bridge Number | 53 |
| Significance | Regional Significance |
| Documentation Date | 4/1/2018 |
In 1882, the Minneapolis & St. Louis Railway Company of Minnesota and Iowa (M&StL) constructed a 93 mile railroad between Hopkins, Minnesota and Morton, Minnesota. At the same time, the Wisconsin, Minnesota & Pacific Railway (WM&P) would construct 123 additional miles of new railroad between Morton and Watertown, South Dakota. The M&StL would reorganize as the Minneapolis & St. Louis Railroad in 1895. The WM&P sold the Morton to Watertown line to the M&StL in 1899. The line was used as a secondary route, connecting to the M&StL mainline at Hopkins. In 1908, an additional 228 miles would be constructed from Watertown to LeBeau, South Dakota by the Dakota, Minnesota & Pacific Railway Company. Initial work began on a bridge across the Missouri River at LeBeau, but the work was quickly abandoned. This company would be sold to the M&StL in 1912. The M&StL would be reorganized as the Minneapolis & St. Louis Railway in the 1920s.
Due to a severe drought, LeBeau became a ghost town, and the line from Akaska to LeBeau was abandoned in 1924, followed by the segment from Conde to Akaska in 1940. In 1960, the M&StL was purchased by the Chicago & North Western Railway (C&NW). The line was often in disrepair, especially after it was purchased by the C&NW. Further abandonments to the line came in 1969, when the segment between Revillo, South Dakota and Watertown, South Dakota was abandoned. In 1970, the line between Madison, Minnesota and Revillo would be abandoned, and the remaining line to Conde would be abandoned in 1977. The Hanley Falls to Madison segment was sold to the Burlington Northern Railroad in 1970, and the portion between Hopkins and Norwood would be abandoned in 1980. The Hopkins to Norwood segment was purchased by Carver and Hennepin Counties, and reused as the Lake Minnetonka Regional Trail. By 1982, the remaining segment between Norwood and Hanley Falls was proposed for abandonment, and the Minnesota Valley Regional Railroad Authority purchased the railroad in 1983.
In 1996, the Burlington Northern merged with Atchison, Topeka & Santa Fe to form BNSF Railway, the current operators of the Hanley Falls to Madison segment. In 2002, the Minnesota Prairie Line, Inc (MPL) began operations over the Norwood to Hanley Falls segment. MPL is a subsidiary of the Twin Cities & Western Railroad, and the line continues to see upgrades to spur business development.
Located in Morton, this through truss bridge carries the Minnesota Prairie Line across the Minnesota River. Originally built in 1898, the bridge features a 157-foot 6-panel pin connected Pratt through truss span, set onto a stone abutment and timber pier. In addition, an exceptionally long 87-span timber pile trestle approaches the truss on the west end. The truss span was fabricated by the Phoenix Bridge Company, which fabricated many M&StL truss bridges between 1898 and 1903. The pin connected design is in contrast to the heavily riveted Redwood River Bridge, located nearby. The portal bracing of this bridge utilizes a large A-frame bracing, and the sway bracings utilize a lattice design. Two additional trusses of this design were constructed at Spencer, Iowa and New Ulm, Minnesota; both of which have been removed.
This design of bridge was ocassionally used by railroads to cross larger water bodies, as they were more difficult and expensive to construct than a girder or timber bridge. As of 2023, the bridge is in fair condition, with some deterioration noted throughout the bridge. The timber pile trestle approach was rehabilitated in 2021, and additional funding for rehabilitating the stringers of the bridge is being sought. The author has ranked the bridge as being regionally significant, due to the truss design, older age and relatively unique design features.
Citations
| Builder and build date | Phoenix Bridge Company order book; part of Phoenix Steel Company records located at the Hagley Museum |
| Railroad History Citation | ICC Valuation Information, Compiled by Richard S. Steele |