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| Name | UP Lake Street Bridge Chicago & North Western Railway Bridge #677 |
| Built By | Chicago, St. Paul, Minneapolis & Omaha Railway |
| Currently Owned By | Union Pacific Railroad |
| Superstructure Contractor | Unknown |
| Substructure Contractor | James McClure of St. Paul, Minnesota |
| Length | 40 Feet Total |
| Width | 1 Track, Substructures Built For 2 Tracks |
| Height Above Ground | 13 Feet 6 Inches |
| Superstructure Design | Deck Plate Girder |
| Substructure Design | Stone Masonry |
| Date Built | 1900, Additional Girders Added c. 1920 |
| Original Location (Additional Girders) | Unknown |
| Traffic Count | 5 Trains/Day (Estimated) |
| Current Status | In Use |
| Chicago & North Western Railway Bridge Number | 677 |
| Union Pacific Railroad Bridge Number | 178.10 |
| Significance | Local Significance |
| Documentation Date | 1/1/2016 |
In 1865, the Minnesota Valley Railway Company (MVR) began construction on a new railroad line between Mendota, Minnesota and St. James, Minnesota. In 1865, the first 22 miles were completed between Mendota, Minnesota and Merriam Junction, Minnesota; followed by 17 additional miles to Belle Plaine, Minnesota in 1866. In 1867, the MVR completed an additional 16 miles to Le Sueur, Minnesota; followed by 12 additional miles to Kasota, Minnesota in 1868. In 1869, the MVR completed an additional 22 miles to Lake Crystal, Minnesota. The same year, an additional 5 miles would be completed between St. Paul, Minnesota and Mendota. In 1870, the MVR would be purchased by the St. Paul and Sioux City Railroad (StP&SC). 22 additional miles to St. James, Minnesota would be completed in 1870. The StP&SC completed 58 more miles from St. James to Worthington, Minnesota in 1871; and 64 additional miles to Le Mars, Iowa were completed in 1872. At Le Mars, the route connected to an existing railroad, over which the StP&SC used trackage rights to reach Sioux City, Iowa.
In 1881, the StP&SC would be sold to the Chicago, St. Paul, Minneapolis & Omaha Railway (Omaha Road). The Omaha Road would come under control of the Chicago & North Western Railway (C&NW) the next year. The C&NW had developed a large network of railroad lines in the Midwest, with the Omaha Road serving as the northern extent of the company. This route became the main line of the Western District of the Omaha Road. Several improvements were made to the line in the late 19th and early 20th Centuries. Between 1898 and 1906, several sections of the line were realigned between Blakeley, Minnesota and Mankato. In 1957, the C&NW leased the Omaha Road, and the C&NW purchased the company in 1972. The C&NW was purchased by Union Pacific Railroad (UP) in 1995. UP still operates the St. Paul to St. James segment as the Mankato Subdivision and the St. James to Sioux City segment as the Worthington Subdivision. The line remains a mainline for UP, connecting St. Paul to Sioux City and providing UP with a mainline into the Twin Cities.
Located on the south side of Worthington, this small deck plate girder bridge carries the former Chicago, St. Paul, Minneapolis & Omaha Railway mainline over Lake Street. Prior to the construction of this bridge, it is believed there was no road at this location. In 1900, the Omaha Road improved facilities in Worthington and constructed a new bridge at this location. Currently, the bridge consists of a 40-foot deck plate girder span, set onto stone abutments. The superstructure follows a standard design for shallow girders, with extensive riveting and solid plate diaphragms. It appears that two additional girders were added to strengthen the span in approximately 1920. The girders appear similar and were likely fabricated in approximately 1900 at an unknown location. The abutments also follow a standard design, with stepped wing walls. Stone for the abutments consists of a yellow limestone, likely quarried at Mankato, Minnesota. An unknown contractor fabricated the superstructure, and James McClure constructed the abutments. Deck plate girder spans were commonly used by railroads, as they were durable and easy to construct. Shallow spans were often preferred for short spans and structures with limited clearance underneath. Initially, the bridge was constructed for two tracks, but the west track was removed in the 1960s or 1970s. Overall, the bridge appears to be in fair condition, with some minor deterioration noted. The author has ranked the bridge as being locally significant, due to the common design.
Citations
| Build date and builder (substructure) | Worthington Advance; May 11, 1900 |
| Railroad History Citation | ICC Valuation Information, Compiled by Richard S. Steele |