Northern Pacific Railway Alco Locomotives Crossing St. Louis Bay at the Minnesota Draw Bridge in September 1964
Trains and engines using the St. Louis River Bridge between Elevator Station in Superior and Bridge Switch on Rice's Point in Duluth were governed by a variety of interesting rules and constraints. The "St. Louis River Bridge" was actually made up of two separate draw bridges: the Minnesota Draw and the Wisconsin Draw. Each was manned 24/7 to open and close the bridges for boat and train traffic. If any place in the Twin Ports could be deemed "Where Rail meets Sail" it would be the draw bridge locations scattered throughout Duluth-Superior.
These two bridges were built, owned and operated by the Northern Pacific Railway. Great Northern and the Chicago & North Western always used them too. And in the late 1970s Soo Line was forced to use them (instead of their usual route into Duluth over Grassy Point Draw) when parts of their tracks in Duluth were ripped up to make way for the expressway.
While train speed was limited to no more than 20 m.p.h. across the bay, train length was actually limited by the seasons. During the open navigation seasons (warm weather) trains had to be kept very short to fit completely between the two draw bridges. The rail distance between them was only 1,355 feet, or about the length of 27 standard freight cars plus one or two engines and a caboose. During the winter when the water was frozen and the waterways were closed to navigation, trains length was not restricted since the draw bridges were lined and locked for train movements only.
A pair of two-light home signals governed the use of these bridges and indicated which track a train would use, depending on their destination. The home signal on the eastward track west of Minnesota Draw indicated the position of the double-track switch, position of draw and route. If the top light was illuminated the track route was lined for C&NW. The bottom light indicated track lined for Northern Pacific. The home signal on the westward track east of Elevator Station indicated route. Top light indicated a straight main track route. Bottom light indicated trains lined into the Great Northern freight track.
Here's a better view of the Wisconsin Draw and most of the pilings and track between it and the Minnesota Draw where train length was so limited account needing to fit between the bridges during the open navigation season: www.flickr.com/photos/jeff_lemke/16425934401/in/album-721...
Here's a better view of the C&NW's route from Bridge Switch that ran down-grade to their mainline and yard at the tip of Rice's Point. Note the North Western logo painted onto their plate girder bridge: www.flickr.com/photos/jeff_lemke/16395190741/in/album-721...
Northern Pacific Railway Alco Locomotives Crossing St. Louis Bay at the Minnesota Draw Bridge in September 1964
Trains and engines using the St. Louis River Bridge between Elevator Station in Superior and Bridge Switch on Rice's Point in Duluth were governed by a variety of interesting rules and constraints. The "St. Louis River Bridge" was actually made up of two separate draw bridges: the Minnesota Draw and the Wisconsin Draw. Each was manned 24/7 to open and close the bridges for boat and train traffic. If any place in the Twin Ports could be deemed "Where Rail meets Sail" it would be the draw bridge locations scattered throughout Duluth-Superior.
These two bridges were built, owned and operated by the Northern Pacific Railway. Great Northern and the Chicago & North Western always used them too. And in the late 1970s Soo Line was forced to use them (instead of their usual route into Duluth over Grassy Point Draw) when parts of their tracks in Duluth were ripped up to make way for the expressway.
While train speed was limited to no more than 20 m.p.h. across the bay, train length was actually limited by the seasons. During the open navigation seasons (warm weather) trains had to be kept very short to fit completely between the two draw bridges. The rail distance between them was only 1,355 feet, or about the length of 27 standard freight cars plus one or two engines and a caboose. During the winter when the water was frozen and the waterways were closed to navigation, trains length was not restricted since the draw bridges were lined and locked for train movements only.
A pair of two-light home signals governed the use of these bridges and indicated which track a train would use, depending on their destination. The home signal on the eastward track west of Minnesota Draw indicated the position of the double-track switch, position of draw and route. If the top light was illuminated the track route was lined for C&NW. The bottom light indicated track lined for Northern Pacific. The home signal on the westward track east of Elevator Station indicated route. Top light indicated a straight main track route. Bottom light indicated trains lined into the Great Northern freight track.
Here's a better view of the Wisconsin Draw and most of the pilings and track between it and the Minnesota Draw where train length was so limited account needing to fit between the bridges during the open navigation season: www.flickr.com/photos/jeff_lemke/16425934401/in/album-721...
Here's a better view of the C&NW's route from Bridge Switch that ran down-grade to their mainline and yard at the tip of Rice's Point. Note the North Western logo painted onto their plate girder bridge: www.flickr.com/photos/jeff_lemke/16395190741/in/album-721...