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| Name | Saltillo Trail Bridge Union Pacific Railroad Bridge #65.76 |
| Built By | Union Pacific Railroad |
| Currently Owned By | Lancaster County |
| Superstructure Contractor | Unknown |
| Length | 309 Feet Total, 140 Foot Main Span |
| Width | 1 Track |
| Height Above Ground | 15 Feet (Estimated) |
| Superstructure Design | Quadrangular Lattice Through Truss and Steel Stringer |
| Substructure Design | Steel Pile |
| Date Built | c. 1900; Approaches Reconstructed c. 1958 |
| Traffic Count | 0 Trains/Day (Bridge is a Trail) |
| Current Status | Open to Trail Traffic |
| Union Pacific Railroad Bridge Number | 65.76 |
| Significance | Moderate Significance |
| Documentation Date | 1/27/2017 |
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 near the small town of Saltillo, this quadrangular lattice through truss bridge carries the Homestead Trail across Salt Creek. The bridge was built in approximately 1900, and originally consisted of a 140-foot riveted quadrangular lattice through truss span, set onto timber pile piers and approached by timber trestle spans on either side. In approximately 1958, the bridge would be reconstructed, and new steel stringer approach spans added to each end, and steel pile piers constructed. The truss utilizes solid and laced members, and arched lattice portal bracings, typical of Union Pacific bridges of this design. This particular portal bracing design was used on many Union Pacific bridges between the 1890s and early 1910s. The steel stringer spans were commonly used by UP as well, as they were a cost effective and easy construct design to replace timber trestles. Overall, the bridge appears to be in fair to good condition, with no significant deterioration noted. The author has ranked this bridge as being moderately significant, due to the truss design.
Citations
| Railroad History Citation | ICC Valuation Information, Compiled by Richard S. Steele |