In 1857, the Burlington and Missouri River Railroad continued building west from Burlington, Iowa to the Skunk River near Rome, Iowa.
Work would resume in 1859, extending to Ottumwa. Ottumwa was a major junction point in Iowa, and the crossing of the Des Moines River.
The same railroad would again expand west in 1866, reaching Albia by the years end. In 1867, it would continue to expand west. It reached Creston in 1869.
The railroad would continue to expand west into Nebraska from here. At the same time, the Chicago, Burlington & Quincy Railroad built a bridge over the Mississippi River at Burlington, which opened 1868.
The Peoria and Burlington Railroad became part of the CB&Q in 1864, and the Burlington and Missouri River Railroad would become part of it in 1875.
Almost immediately, the line became wildly successful. The route provided a direct connection between Chicago and places west. Because of this, double tracking projects were undertaken. The first major project was between Chariton and Ottumwa, which occurred between 1879 ad 1886.
The next major project provided double track between Mt. Pleasant and Burlington in 1889. However, the largest project occurred between 1899 and 1901, which resulted in the relocation of track between Mount Pleasant and Ottumwa, as well as Chariton and Creston.
The railroad would also do relocation work between Ottumwa and Osceola in the 1930s and 1940s, which still lasts today. This work reduced the grades and curves; and allowed for more efficient operation.
The CB&Q eventually merged with the Great Northern and Northern Pacific in 1970 to form Burlington Northern. In turn, BN merged with rival Atchison, Topeka & Santa Fe in 1996 to form BNSF Railway, which currently operates this line.
The line is known as the Ottumwa Subdivision, and sees a very steady base of traffic.
04/03/22
This large scale lift bridge is the modern replacement of the Burlington Swing Bridge, and is the third generation bridge at this location.
The bridge consists of a massive vertical lift span crossing the main navigation channel. This span was installed in 2011, and the remaining trusses were installed in 2012. These trusses are simple Warren through Trusses with riveted connections, and 10 panels a piece.
On the east side, 6 of these Warren Trusses approach the main vertical lift span. On the west end, a pair of deck girder spans serve as the approaches.
The bridge sits on concrete pile piers. The author has ranked it as minimally significant. If it did not cross a major river, it would be listed as no significance.
The bridge that this structure replaced could be considered a highly significant. As an 1890s Whipple Through Truss, constructed by George S. Morison; it was one of the last of his works left when demolished.
The photo above is a view from Polk Street. More photos of this structure will be coming soon.
Upstream | Keithsburg Lift Bridge |
Downstream | Fort Madison Rail Bridge |