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| Name | C&NW Ioway Creek Bridge Chicago & North Western Railway Bridge #2150 1/2 |
| Built By | Chicago & North Western Railway |
| Currently Owned By | City of Ames |
| Superstructure Contractor | American Bridge Company of New York |
| Length | 170 Feet Total, 75 Foot Main Span |
| Width | 1 Track |
| Height Above Ground | 10 Feet (Estimated) |
| Superstructure Design | Through Plate Girder and Timber Pile Trestle |
| Substructure Design | Timber Pile |
| Date Built | 1918 |
| Date Replaced | 2012 |
| Traffic Count | 0 Trains/Day (Bridge has been Removed) |
| Current Status | Replaced by a new bridge |
| Chicago & North Western Railway Bridge Number | 2150 1/2 |
| Significance | Local Significance |
| Documentation Date | 7/22/2012 |
In 1874, the Iowa and Minnesota Railway (I&M) began construction on a 37-mile narrow gauge railroad line, extending from Des Moines, Iowa to Ames, Iowa. The I&M was sold to the Des Moines and Minneapolis Rail Road (DM&M) in 1873, and the DM&M completed the line in 1874. In 1878, an additional 20 miles were completed between Ames and Callanan, Iowa, located south of present-day Jewell, Iowa. In 1879, the DM&M was leased to the Chicago & North Western Railway (C&NW). In 1882, the Toledo and Northwestern Railway (T&NW) constructed an additional 2 mile line between Callanan and Jewell, and also standard gauged the line. The T&NW also had been leased by the C&NW in 1879. In 1884, the DM&M was purchased by the C&NW; and in 1890, the T&NW was purchased by the C&NW. By the early 20th Century, the C&NW had developed into a significant railroad network in the midwest, with lines radiating north and west from Chicago. In particular, the C&NW developed dozens of secondary and branch lines in Iowa to serve agricultural industries and small towns. While the C&NW developed several predominantly east-west routes in Iowa, there were relatively few north-south routes. This line served as a secondary mainline, connecting several C&NW lines throughout central Iowa. North of Jewell, the line would extend to the Minnesota border town of Elmore, and connect to the C&NW-controlled Chicago, St. Paul, Minneapolis & Omaha Railway (Omaha Road).
In 1981, the C&NW purchased the better constructed Chicago, Rock Island & Pacific Railroad "Spine Line", which ran approximately 10 miles east of this line. In 1985, the line between Slater, Iowa and Ames was abandoned. In 1995, the C&NW was purchased by Union Pacific Railroad (UP). The segment between Ankeny, Iowa and Slater was abandoned in 2003, followed by a segment between the north side of Des Moines and Ankeny in 2012. Today, UP operates the segment between Ames and Jewell as part of the Jewell Subdivision, and the segment to the north side of Des Moines as the Ankeny Industrial Lead. A large section between the north side of Des Moines and Slater has been reused as part of the High Trestle Trail, a popular trail in central Iowa. Between Slater and Ames, the line has largely reverted to adjacent landowners, and has been converted to farm field use.
Located in Ames, this through plate girder bridge carried a former Chicago & North Western Railway line over Ioway Creek (then known as Squaw Creek). The first bridge at this location was likely a timber pile trestle that was prone to flood damage. In 1918, a significant flood impacted the creek, likely damaging the timber trestle bridge. During the first half of 1918, a new steel girder span was installed, retaining timber pile trestle approaches. The bridge consisted of a 75-foot through plate girder span, approached by four timber pile trestle spans on the north end and three timber pile trestle spans on the south end. The entire bridge was set onto timber pile substructures. The main span followed a standard design for the era, with two heavy plate girders, a standard floor and rounded and tapered girder ends. American Bridge Company fabricated the main span, while the timber components were constructed by railroad company forces. Through plate girder spans were popular for railroad use, as they were durable and easy to construct. After the C&NW abandoned this line in 1985, the railroad grade from Lincoln Way to present day Airport Road was acquired by the city for trail use, and this bridge was converted to a trail by installing a wooden deck and railings. Repairs were made to the north approach after conversion to a trail, including the addition of steel beams to brace the span closest to the main span. In 2008, the bridge was damaged by flooding, with further damage occurring during a 2009 ice jam and a 2010 flood. In 2012, the bridge was replaced by a modern prefabricated pedestrian truss bridge. In 2020, the railroad grade at this location was removed and an extension of Grand Avenue constructed, including a new bridge over the creek. At the time of replacement, the bridge was in exceptionally poor condition, with the entire south approach pushed out of alignment and several piles of the north pier completely demolished. The author has ranked this bridge as being locally significant, due to the common design.
Citations
| Build date | Chicago & North Western Railway Valuation Notes at the Chicago & North Western Historical Society Archives |
| Builder (superstructure) | Missing American Bridge Company plaque |
| Railroad History Citation | ICC Valuation Information, Compiled by Richard S. Steele |