UP Kansas River Bridge #4

• 1884: 104 miles completed from Waterloo to Des Moines, Iowa by the Wisconsin, Iowa and Nebraska Railway
• 1886: WI&N sold to the Chicago, St. Paul & Kansas City Railway
• 1887: 27 miles completed from Oelwein to Waterloo, Iowa by the Chicago, St. Paul & Kansas City Railway
• 1888: 159 miles completed from Des Moines, Iowa to St. Joseph, Missouri by the Chicago, St. Paul & Kansas City Railway
• 1890: 23 miles completed from St. Joseph, Missouri to Beverly, Missouri by the Leavenworth & St. Joseph Railway
• 1892: L&StJ merged into the Chicago, St. Paul & Kansas City Railway, trackage rights obtained over the Union Pacific and Missouri Pacific into Kansas City
• 1893: CStP&KC sold to the Chicago Great Western Railway
• 1909: Chicago Great Western Railway becomes the Chicago Great Western Railroad
• 1968: Chicago Great Western purchased by the Chicago & North Western Railway
• 1984: Des Moines to St. Joseph segment abandoned due to acquisition of parallel Rock Island "Spine Line"
• 1985: Bondurant to Marshalltown segment abandoned
• 1985: Cedar Falls to Cedar Falls Junction segment abandoned
• 1986: St. Joseph to Kansas City segment abandoned
• 1989: Marshalltown to Cedar Falls Junction segment abandoned
• 1995: C&NW purchased by Union Pacific Railroad
• 2001: Bell Avenue Industrial Lead in Des Moines abandoned
• 2011: Bondurant Industrial Lead abandoned
• 1987-Present: Chicaqua Valley Trail uses the railroad grade from I-80 north of Des Moines to Baxter
• 1992-Present: Great Western Trail uses the railroad grade from Des Moines to Martensdale
• 1995-Present: Union Pacific leases the Cedar Falls to Oelwein segment to the Iowa Northern Railroad
• 1995-Present: Union Pacific operates small segments of the former route in Des Moines and Kansas City

This massive truss bridge is one of the sole remains of the Chicago Great Western in Kansas City.
The bridge consists of three large pin connected, 8-panel Pratt through trusses. In addition, a larger skewed, riveted warren through truss approaches on the south side.
The main spans of this structure were built in 1903 and 1904 to replace a similar bridge destroyed in a 1903 flood. The three main trusses, as well as a through girder approach on the north side were built during this time.
Originally, the bridge also had trestle approaches on either side. Aside from this, the bridge was constructed on concrete substructures.

Historic photo of the bridge, from Railroad Gazette: Volume 37 Issue 7

Another catastrophic flood hit the Kansas River in 1951. While the bridge was not damaged; the bridge would later be altered and raised approximately 10 feet.
At this point, the riveted truss that is currently seen on the south side would be added to the bridge. In addition, the north trestle spans were replaced by a concrete pile trestle commonly used by the Missouri Pacific.
The southern truss span is possibly Ca. 1951 vintage, but may have been relocated from a different location.
Presently, the bridge contains the four main truss spans, as well as a single through girder and a pair of concrete trestle spans on the north. The area has seen much change since the railroad originally built through this neighborhood.
One of the biggest changes is the addition of I-70 and the Lewis and Clark Bridge; which crosses the south end of this structure.

The author has ranked this bridge as being moderately significant due to the unique history of the bridge. The bridge retains a high level of historic integrity and remains in good condition.
The photo above is an overview from the south bank.