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| Name | CPKC W. Fork Des Moines River Bridge Chicago, Milwaukee, St. Paul & Pacific Railroad Bridge #R-628 |
| Built By | Chicago, Milwaukee, St. Paul & Pacific Railroad |
| Currently Owned By | Canadian Pacific Kansas City Limited |
| Superstructure Contractor | Unknown |
| Substructure Contractor | Unknown |
| Length | 286 Feet Total, 75 Foot Spans |
| Width | 1 Track |
| Height Above Ground | 10 Feet (Estimated) |
| Superstructure Design | Deck Plate Girder and Concrete Modular Girder |
| Substructure Design | Stone Masonry, Concrete and Steel Pile |
| Date Built | c. 1930, Approaches Replaced 2011 |
| Traffic Count | 2 Trains/Day (Estimated) |
| Current Status | In Use |
| Chicago, Milwaukee, St. Paul & Pacific Railroad Bridge Number | R-628 |
| Significance | Local Significance |
| Documentation Date | 4/22/2018 |
In 1864, the McGregor Western Railway (MW) charted a new line, which would extend across the northern portion of Iowa. The first 28 miles were completed between Marquette, Iowa and Castalia, Iowa in 1864. In 1865, an additional 15 miles were completed to Calmar, Iowa; where the line would continue north into Minnesota. In 1867, the MW was conveyed to the Milwaukee & St. Paul Railway (M&StP). In 1869, the McGregor and Sioux City Railway (M&SC) completed an additional 64 miles to Nora Springs, Iowa. At the end of 1869, the M&SC changed its name to the McGregor and Missouri River Railway (M&MR). After completion, the line between Calmar and Nora Springs was conveyed to the M&StP. In 1870, an additional 62 miles were constructed from Nora Springs to Algona, Iowa; and the line was conveyed to the M&StP at the end of the year. In 1874, the M&StP was reorganized as the Chicago, Milwaukee & St. Paul Railway (Milwaukee Road). In 1878, the Milwaukee Road completed another 98 miles between Algona and Hull, Iowa. In 1879, an additional 28 miles were completed to Canton, South Dakota; completing the line across Iowa. A short 9-mile connection was made between Rock Valley, Iowa and Hudson, South Dakota in 1880. After completion of the line, the remaining assets of the M&MR were sold to the Milwaukee Road. By the late 19th Century, the Milwaukee Road had developed a large railroad network throughout the Midwest. This line served as a mainline, connecting the railroad network in Wisconsin to towns in Iowa, and serving as a basis for further westward expansion into South Dakota.
The short Rock Valley to Hudson branch was abandoned in 1918, as it was considered excess. The Milwaukee Road was often in financial trouble, especially after the costly Pacific Extension was completed in 1909. In 1925, the company declared bankruptcy, and reorganized as the Chicago, Milwaukee, St. Paul and Pacific Railroad in 1928. Despite the financial strain, this line remained an important mainline for the Milwaukee Road. Financial hardship continued through the 20th Century for the Milwaukee Road, and the railroad again filed for bankruptcy in 1977. In 1980, the line west of Sheldon, Iowa was abandoned. By 1985, a suitor for the Milwaukee Road was being sought, and the Soo Line Railroad, controlled by Canadian Pacific Railway (CP) purchased the Milwaukee Road in 1986. In 1997, CP would sell this line to I&M Rail Link, which was purchased by the Dakota, Minnesota & Eastern Railroad (DM&E) subsidiary Iowa, Chicago & Eastern Railroad (IC&E) in 2002. The DM&E/IC&E were purchased by Canadian Pacific in 2008. CP merged with Kansas City Southern Railway in 2023 to form CPKC, the current owner of the line. Today, CPKC operates the Mason City Subdivision between Marquette and Mason City and the Sheldon Subdivision between Mason City and Sheldon. West of Sheldon, the line has been abandoned and largely has reverted to adjacent landowners.
Located west of Emmetsburg, this deck plate girder bridge carries a former Chicago, Milwaukee, St. Paul & Pacific Railroad (Milwaukee Road) line over the West Fork Des Moines River. The first bridge at this location likely consisted of a timber pile trestle, constructed when the line was first built. In 1897, the bridge was replaced by two 75-foot through plate girder spans, set onto stone piers and approached by timber pile trestle spans on either end. In approximately 1930, the main spans were replaced with new deck girder spans, and concrete additions added to the piers. It is unclear if the 1897-era spans were reused elsewhere, or if the elevation of the bridge was raised at that time. The most recent alteration came in 2011, when the approaches were replaced with precast modular concrete girder spans, giving the bridge its present configuration. Currently, the bridge consists of two 75-foot deck plate girder spans, approached by concrete modular girder spans on either end. The main spans are set onto stone masonry and concrete piers, while the approaches are set onto steel pile substructures with concrete caps. The superstructure follows a standard design, with two heavy girders and an open deck. The substructures also use a standard design for the era, with rounded stone piers. An unknown contractor fabricated the superstructure, and it is unclear if the substructures were constructed by unknown contractors or by railroad company forces. Deck plate girder spans were commonly used by railroads, as they were durable and easy to construct. 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 and unknown history.
Citations
| Railroad History Citation | ICC Valuation Information, Compiled by Richard S. Steele |