Rock Island Bridge (Kansas City)

Located north of the 23rd Street Trafficway, this large through truss bridge once carried the Chicago, Rock Island & Pacific Railroad across the Kansas River. The first bridge at this location was constructed in 1888, and consisted of three 200-foot riveted quadrangular lattice through truss spans, set onto stone piers. The bridge was constructed to allow the Rock Island to access the Armourdale area of Kansas City, which had considerable industry and a sprawling stock yard complex. As part of the trackage right deal with Union Pacific, Union Pacific was granted use of the Kansas River bridge. The first bridge was destroyed in the Flood of 1903, and the Rock Island would utilize other bridges until a suitable replacement could be constructed.

Construction on a replacement bridge began in 1905. The new bridge would consist of two 302-foot, 12-panel pin-connected Pennsylvania through truss spans, set onto concrete substructures. The truss spans would be fabricated by the American Bridge Company, which fabricated many of the Rock Islands bridges throughout the 20th Century. Similar to other bridges constructed after the 1903 flood, this bridge utilized longer spans to minimize the number of piers in the channel. In 1921, the bridge would be lengthened by adding a 120-foot, 6-panel riveted Baltimore through truss span to the east end, and the remainder of the bridge raised. Further alterations were made to the bridge in approximately 1950, when a screw jack lift system was added to the bridge to raise the bridge during flooding events. While the bridge is entirely in Kansas, the Missouri State Line is approximately 70 feet east of the east abutment.

The trusses of the bridge are all heavily constructed, using laced members. The portal bracing on the Pennsylvania spans is typical for Rock Island bridges during this era, utilizing a pair of X-frame braces. The portal bracing on the Baltimore span utilizes an M-frame portal bracing, typical for bridges of that era. The Pennsylvania design became popular with railroads during the early 20th Century, as it provided a durable and strong span that could be used for long to exceptionally long spans. Baltimore spans were popular for short to medium length truss spans, as it provided exceptional load capacity with minimal extra material from a more traditional Warren or Pratt design. During the construction of the lift mechanisms, a number of additional repairs were made to the bridge, including repairs to the concrete piers.

In 1972, the last train would cross the bridge, and the stockyards on the east side would be demolished to make room for Kemper Arena. The railroad would be removed, and large levees constructed along the river. After the Rock Island ceased operations in 1980, the City of Kansas City, Missouri acquired the bridge and the railroad lines connecting to it. The bridge would be permanently raised to be out of any danger of flooding. Due to vandalism, much of the copper was reportedly stolen from the lift mechanisms, making the bridge largely inoperable. With a lack of maintenance, moderate deterioration was found throughout the bridge, including significant section loss at cover plates.

In 2018, Flying Truss, LLC began leasing the bridge from Kansas City, with the goal to turn the bridge into a first-of-its-kind entertainment district. The bridge was then acquired by the City of Kansas City, Kansas in 2022. Work on the project began in 2023, with a planned completion in the summer of 2024. During the winter of 2023, the bridge was raised to its permanent position, higher than the surrounding levees. The reuse of the bridge includes the installation of a second deck for an event venue, as well as opening restaurants, patio areas and other shops on the main deck. More information on the transformation of this bridge can be seen at the Rock Island Bridge website. As part of the reuse of this bridge, levee trails and other public use spaces are being constructed to improve the area. When complete, the bridge will be the first entertainment district located on a bridge, and may provide a suitable reuse plan for other large, historic railroad bridges throughout the United States. Overall, the bridge was in fair condition at the time of documentation. However, repairs have been made to the bridge in conjunction with the Rock Island Bridge project. The author has ranked this bridge as being highly significant, due to the large truss spans and unique and adaptive reuse.