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| Name | Storm Lake Railroad Crossing Illinois Central Railroad Bridge #W427.1 |
| Built By | Illinois Central Railroad |
| Currently Owned By | Canadian National Railway |
| Superstructure Contractor | American Bridge Works of Chicago, Illinois |
| Substructure Contractor | Unknown |
| Length | 34 Feet Total |
| Width | 1 Track |
| Height Above Ground | 25 Feet (Estimated) |
| Superstructure Design | Through Plate Girder |
| Substructure Design | Concrete |
| Date Built | 1899 |
| Traffic Count | 5 Trains/Day (Estimated) |
| Current Status | In Use |
| Illinois Central Railroad Bridge Number | W427.1 |
| Canadian National Railway Bridge Number | 427.1 |
| Significance | Local Significance |
| Documentation Date | 4/22/2018 |
In 1857, the Dubuque and Pacific Railroad (D&P) began construction of a new mainline across central Iowa, which sought to link to the existing Illinois Central Railroad (IC) at Dubuque, Iowa. In May 1857, the first 29 miles were completed between Dubuque and Dyersville, Iowa. In March 1860, the line was completed an additional 49 miles from Dyersville to Jesup, Iowa. In 1860, the D&P was sold to the Dubuque and Sioux City Railroad (D&SC). The D&SC completed an additional 22 miles to Cedar Falls, Iowa in 1861; followed by an additional 43 miles to Iowa Falls, Iowa in 1866. By 1867, the IC had garnered interest in this line, and leased the D&SC. The following year, a bridge across the Mississippi River at Dubuque was completed to link this line and the IC line towards Freeport, Illinois. In August 1869, the Iowa Falls and Sioux City Railroad (IF&SC) completed an additional 49 miles from Iowa Falls to Fort Dodge, Iowa. In October 1870, an additional 135 miles were completed west to the Missouri River at Sioux City, Iowa. The IF&SC was also affiliated with the D&SC and IC; and was fully merged into the D&SC in 1888.
By the late 19th Century, the IC had developed and operated a sprawling railroad network in the central United States. This line served as a principal mainline for the company, connecting Chicago to the Missouri River at Sioux City. In the 20th Century, the IC had become a respected railroad, connecting several major cities in the central United States. The D&SC was fully merged into the IC in 1946. In 1972, the IC merged with the Gulf, Mobile & Ohio Railroad (GM&O) to form the Illinois Central Gulf (ICG). The entire IC system in Iowa, as well as the line between Dubuque and Chicago, were sold to the Chicago Central & Pacific Railroad (CC&P) in 1995. In 1988, the ICG was reorganized as the Illinois Central Railroad (IC). In 1996, the CC&P was repurchased by IC and in 1998, IC was purchased by the Canadian National Railway (CN). Today, CN operates the Dubuque Subdivision between Dubuque and Waterloo, Iowa; the Waterloo Subdivision between Waterloo and Fort Dodge, and the Cherokee Subdivision between Fort Dodge and Sioux City.
Located in Storm Lake, this through plate girder bridge carries the former Illinois Central Railroad mainline over an abandoned Chicago, Milwaukee, St. Paul & Pacific Railroad (Milwaukee Road) branch line. When the Milwaukee Road first reached Storm Lake in 1899, crossing the IC was a contentious issue. An at-grade crossing was established slightly west of the present bridge, resulting in an argument between the two railroads. In July 1899, the two railroads reached an agreement, and the Milwaukee Road paid a sum of $20,000 towards constructing an underpass. Work on the structure began shortly after and was completed by the end of the year. Currently, the bridge consists of a 34-foot through plate girder span, set onto concrete abutments. The superstructure is skewed, and uses an unusual design with a floor consisting of parallel I-beams and square girder ends. The abutments use a modified version of a standard IC design, with stepped wing walls extending parallel to the railroad below. American Bridge Works fabricated the superstructure, while an unknown contractor constructed the abutments. Through plate girder spans were commonly used by railroads, as they were durable and easy to construct. I-beam floors became popular in the early 20th Century, particularly for short spans. Since the initial construction, the bridge has seen no significant alterations. The Milwaukee Road line was abandoned in 1980, and the bridge now crosses an empty grade. 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
| Build date and builder (superstructure) | Illinois Central Railroad Valuation Engineering Field Notes at the National Archives |
| Railroad History Citation | ICC Valuation Information, Compiled by Richard S. Steele |