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| Name | T-Bone Trail - East Nishnabotna River Bridge Chicago, Rock Island & Pacific Railroad Bridge #4555 |
| Built By | Chicago, Rock Island & Pacific Railroad |
| Currently Owned By | Audubon County Conservation Board |
| Superstructure Contractor | Unknown (North Span) Unknown (South Span) |
| Length | 242 Feet Total, 44 Foot Main Span |
| Width | 1 Track |
| Height Above Ground | 15 Feet (Estimated) |
| Superstructure Design | Deck Plate Girder and Timber Pile Trestle |
| Substructure Design | Timber Pile |
| Date Built | c. 1940, Using Spans Fabricated c. 1900 |
| Original Location | Unknown (North Span) Unknown (South Span) |
| Traffic Count | 0 Trains/Day (Bridge is Open to Pedestrian Traffic) |
| Current Status | Open to Pedestrian Traffic |
| Chicago, Rock Island & Pacific Railroad Bridge Number | 4555 |
| Significance | Local Significance |
| Documentation Date | 11/9/2016 |
In 1878, the Atlantic & Audubon Railroad (A&A) constructed a short 25-mile railroad line, extending from Atlantic, Iowa to Audubon, Iowa. In 1880, the A&A was consolidated into the Chicago, Rock Island & Pacific Railway (Rock Island). At Atlantic, this line connected to the existing Rock Island mainline. The Rock Island was a large railroad, which had constructed and acquired a large railroad network throughout the central United States. This line served as a short branch line, serving industries in Brayton, Exira, Hamlin and Audubon. The Rock Island struggled financially throughout much of its history, experiencing repeated bankruptcies and chronic instability. After World War II, the Rock Island struggled to survive, proposing mergers and deferring maintenance on their routes. The railroad reorganized as the Chicago, Rock Island & Pacific Railroad in 1948. By the mid-1970s, the railroad was in serious decline. The railroad secured loans to eliminate slow orders, acquired new equipment, and attempted to restore profitability. Several sections of this line had fallen into serious disrepair, hampering the Rock Islands ability to maintain efficient operations. In 1978, the railroad came close to profit, but creditors were lobbying for a complete shutdown of the Rock Island. During the fall of 1979, a strike crippled the railroad, and by January of 1980, the entire system was ordered to be shut down and liquidated. Many of the lines and equipment were scrapped. Profitable sections of railroad were prepared for sale.
In November 1981, the Iowa Railroad Company (IARR) began operations over the former Rock Island mainline in western Iowa. In June 1982, the IARR entered into a two-year lease for the entire Rock Island mainline between Bureau, Illinois and Council Bluffs, Iowa; including this branch line. In 1983, concerns had grown over the ability of the IARR to provide reliable service to shippers along the line, and several industries came together to form Heartland Rail Corporation, which purchased the line between Bureau and Council Bluffs and the branch lines from the Rock Island trustees. Iowa Interstate Railroad (IAIS) was chosen to operate the line, and began operations in late 1984. In 1995, the line north of Atlantic was abandoned, with IAIS retaining a short segment north of Atlantic to serve a grain elevator. Today, IAIS continues to operate a short segment of this line in Atlantic, while the remainder of the line has been reused as part of the T-Bone Trail.
Located along US Highway 71 in Exira, this deck plate girder bridge carries a former Chicago, Rock Island & Pacific Railroad (Rock Island) branch line over the East Nishnabotna River. Little is known about the history of this bridge. It is believed the first bridge at this location was a timber pile trestle, constructed when the line was first built and periodically renewed. In approximately 1940, the bridge was replaced with two secondhand deck plate girder spans, retaining a timber pile trestle approach on either end. Currently, the bridge consists of a 44-foot deck plate girder south span and a 27-foot deck plate girder north span. Three timber pile trestle spans approach the bridge on the south end and nine timber pile trestle spans approach the bridge on the north end. The entire bridge is set onto timber pile substructures. The two spans use slightly different designs, but are similar in the use of two light plate girders per span and an open deck. These spans are believed to have been fabricated in approximately 1900, and were reused here from two separate unknown locations. Unknown contractors fabricated the deck girder spans, while railroad company forces constructed the timber components of the bridge. Railroads often reused steel spans, as it provided a cost effective way to upgrade bridges without requiring large amounts of new material. Deck plate girder spans were popular for railroad use, due to the durability and ease of construction. Since the initial construction, the bridge has seen no significant alterations. After abandonment, a wooden deck and railings were added to the bridge, and the bridge now carries the T-Bone Trail. Overall, the bridge appears to be in fair to good condition, with no significant deterioration noted. The author has ranked this bridge as being locally significant, due to the common design.
Citations
| Railroad History Citation | ICC Valuation Information, Compiled by Richard S. Steele |