In 1901, the SLKC&CRR completed an extension from Union to Bland, Missouri. This expansion began to dip down into the Ozark Mountains, crossing through towns such as Gerald and Owensville.
At this point, cities along the approximate trajectory west began attempting to persuade railroads to build branch lines into them. A railroad in town was major and helped stimulate a massive economic boom.
In 1902, the Chicago, Rock Island & Pacific railroad intended to create a connection from Kansas City to Saint Louis, and eyed this railroad as a prime target. The Rock Island created a subsidiary, the Kansas City Rock Island Railway to absorb the SLKC&CRR.
In 1904, the Rock Island Railroad finally completed the extension from Bland to Windsor, southeast of Kansas City. In 1905, the final miles of the route would be completed into Kansas City.
The line required a considerable amount of work to complete. The Ozark Mountains, large rivers and deep ravines required the need for intricate engineering. This drove the cost of the bridge sky high.
The Rock Island was always on the verge of receivership and bankruptcy. The passenger service never fared well, and the track conditions deteriorated. Throughout the 1960s, the route became highly unprofitable, and was a huge hole in the ground for the railroad.
By 1975, the Rock Island landed in its final bankruptcy. In 1979, a wage dispute proved to be the final blow to the railroad. The last train would operate on March 31, 1980. Trains would be stacked in towns to prepared for sale, and all assets would be liquidated.
The St. Louis & Southwestern Railroad, commonly known as the Cotton Belt Railway purchased the line. A plan for the rehabilitation of the line fell through by 1982. In 1995, the SSW cut back traffic to east of Union only.
The Cotton Belt was consolidated fully into the Southern Pacific in 1992. By 1996, the SP was purchased by Union Pacific.
The Save The Rock Island Committee was formed in the early 1990s to spitball ideas on how to save the former Rock Island. The Central Missouri Railroad would be formed in 1998 to operate between Saint Louis and Union.
The remainder of the line saw a number of possible opportunities to reopen, but would ultimately be sold to Ameren. Ameren never reopened the line, and the railroad continued to rot.
Due to the popularity of the Katy Trail to the north, the railroad was oftentimes called for trail use. This became a reality, when the first segment between Windsor and Pleasant Hill was donated to the State of Missouri in 2007.
In 2016, an additional 144 miles from Beaufort to Windsor would be donated to Missouri as well. The salvage of the tracks begun on this segment in late 2016.
In November 2016, the first section of the Missouri Rock Island Trail opened between Pleasant Hill and Windsor. The trail is expected to be continued to Beaufort over the coming years. On the west end, Union Pacific sold a portion of the rail grade to Jackson County to allow for trail access into Kansas City.
The Missouri Rock Island Trail has a bright future, and will undoubtedly serve a new generation of users well. However, as of November 2017, Missouri has hesitated to accept the remaining 144 miles.
In addition, the section between St. Louis and Union is currently operated as the Central Midland Railway.
06/26/21
This large skewed truss bridge crosses Labadie Creek and Front Street at the back side of Labadie.
The previous bridge here was also a truss bridge, built in 1886. Front Street was the previous alignment of the Missouri Pacific, although MP relocated their tracks in 1929.
In 1904, the Rock Island sought to upgrade this line, as they had just completed new tracks to Kansas City via Eldon. As a result, the truss span was rebuilt at this time, reusing the 1886 piers.
The main truss span is a massive skewed 7-panel riveted Warren Through Truss. The original trestle approaches were replaced in 1911 by new deck girder spans and concrete substructures. Two spans approach on the east and one on the west.
Overall, the unique skew makes this an interesting structure. It at one time crossed the original Missouri Pacific line, which was relocated to the current alignment in 1929.
The bridge appears to retain a very high level of historic integrity, and is in good condition.
The author has ranked this bridge as being regionally significant, due to the unique design and the high level of historic integrity.
The photo above is an overview. The author hopes to return for more photos in the near future.