Along the way, they had to cross the Minnesota River. But before they could do that, they had to go through a treacherous stretch between Eden Prairie and Chaska. The Minnesota River bluffs are very steep. They had 2 high trestles, each over 100 feet high and 2,000 feet long. There were several other trestles along the way, spanning Bluff Creek and Riley Creek.

There was a bridge in Carver where it crossed the Minnesota River. It was a wooden swing bridge. It was complete near December 1871. The stones for the piers came from the Louisville Quarry, just south of Carver. All of these bridges, along with the line were designed by John Lundberg, a relatively unknown bridge designer. He also designed the Hastings Dakota line.

In 1898, a new bridge was build using the same piers as before. It was a Steel Swing bridge.

John Lundberg designed it. In 1901, it was announced that the MSTL wanted to redo part of the line between Eden Prairie. John Lundberg was named chief engineer for this project. What he decided was a line lower in the bluffs. And so Chaska hill was born in 1901. Trains operated regularly while the MSTL dumped almost $4,000,000 into the new line. Between Present day Flying Cloud Drive and Present day Pioneer Trail, the rail beds were supported by a cement viaduct. The limestone bluffs were chiseled into, and a viaduct was built. After that, a large tunnel was built at Bluff Creek. This tunnel consists of stone blocks. There were more minor culverts built for small creeks. The ballast was put in the viaduct, and then ties and rails were installed. The viaduct provided an advantage. It has a drainage system, allowing water to drain into culverts and off the bluffs. The new route cut down the grades and made the route quicker. The new route was considered the most magnificent piece of engineering in the state of Minnesota. The old line was destroyed, and ballast, rails and ties were reused. Some trestle bents found there way on to other trestles.

In late October 1916, as the United States’ entry into World War I was becoming more imminent, officials from the U. S. War Department, looking at U. S. infrastructure, met with the Minneapolis-St. Louis Railway to discuss the condition of the Minnesota River crossing bridge at Carver.

A few years earlier the bridge was deemed unsafe, and it was decided that the swing bridge that once allowed steamboats to pass was no longer necessary. Permission was granted to build a new flat bridge over the Minnesota River at the existing location, tearing down the old steel swing bridge. With the U. S. officially entered into World War I, in September 1917 a crew of 75 men began tearing down the old bridge, while saving some of the solid stone piers for use in the new bridge. In November 1917 a $15,000 contract was let for the steel for the bridge. The new bridge would continue to have trestle framing at the bridge ends. New piers were built. The second and second to last piers were capped with cement. New cement piers were added. There were trestle approaches, with several deck girder spans.

In 1926, a bridge was built over the once busy Main Street.

In 1941, The United States joined World War II. A local lifelong rail fan, whose dad was the station master at Carver, remembers the troops coming from Minneapolis. (Chaska Herald Interview)

In 1955, the MSTL began looking for a partner to merge with. To get attention, they replaced all of the old trestles on the 1st and second subdivisions.

In 1960, the MSTL was purchased by the Chicago Northwestern (CNW). CNW said that it was looking to abandoned the secondary Morton Sub. Through the 70’s and 80’s, this line saw 1 or 2 trains a day.

In 1990, it became increasingly obvious that this line was going to be abandoned. In 1991, tracks between the United Sugars plant and Minneapolis were torn out. Almost immediately this line, along with the long abandoned Morton sub was purchased by the Hennepin County Regional Railroad Authority. Trains continued to operate between Merriam and Chaska. A trail was built on both the lines, and it was stated that in 2016, a LRT would be installed.

In March 2007, a 150 foot curved trestle built by CNW south of Carver collapsed sending 3 cars into the river. In 2008, the rest of the line was abandoned. After that, it was announced the Carver Bridge would be destroyed, due to log jam troubles. All other bridges and trestles would be preserved. In September 2010, Carver and Scott Counties purchased the line from United Sugars to Merriam.

In 2013, the plans are to have a trail running from the existing end, around chaska on the levys, to Athletic Park and to Carver. The scott county side trail will likley be done around the same time. A new bridge will be build over the Minnesota River.

There is still a possibility of the trail going through Chaska.

On the week of July 10th, 2011 Union Pacific began removing rails, ties and almost everything else. Almost every thing was remopved, all except for the rail beds and the bridges.
08/14/11

This bridge was once part of the whole bridge #22. Bridge #22 was once over 820' long, When the vevy was out in the bridges were seperated into the 97' mainstreet bridge and the 680' long main bridge.

The piers on this bridge were built 1871. This bridge has always been a steel girder and trestle bridge. In 1926, the bridge was strengthened by adding thicker stringers and girders.

On August 1st, facing removal the Carver city council voted 4 to 1 to save the bridge over main street.

Here is what happened:
Fearing the removal of the bridge, I asked the Carver historian John Von Walter about the bridge. I found out it has played a big part in the cities history. It was a gate to the first Carver County Fair's, the site of the counties first deadly autombile accident, and dates even before the bridge over the river. The piers date to 1870. Figuring it was worth saving, Von Walter brought it up to the city council. And I didn't know about this until it happened, and Von Walter told me I was likley the reason the bridge was saved.

Who knows what will happen to the bridge now!



The photo above is looking north from the levy. The photo below is looking at the south pier.






The photo above is looking down the side of the bridge. The photo below is looking at the levy where the bridge once connected





The photo above is looking down mainstreet during the floods of the spring 2010. The photo below is looking at the main span.






The photo above is looking at the mainstreet bridge during the floods. The photo below is looking down mainstreet, during the floods.






The photo above is looking at the bridge from mainstreet. The photo below is looking along the bridge.






The photos above and below are looking along the bridge from the south side.






The photo above is looking down mainstreet. The photo below is looking at the main span.






The photo above is looking across the bridge. The photo below is looking at the build plate.






The photo above is looking under the bridge. The photo below is looking at the trestle that was buried when the levy was built.






The photo above is looking at the bridge from the hill. The photo below is looking across the bridge.






The photo above is looking along the bridge. The photo below is looking from a distance.






The photo above is looking across the bridge. The photo below is looking along the bridge.






The photo above is loking from the hill again. The photo below is looking at the north trestle spans.






The photo above is looking at the dataplate. The photo below is looking across the bridge.






The photos above and below are looking down at the bridge.






The photo above is looking at the main span. The photo below is looking at the south end of the structure.








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