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| Name | Raccoon River Valley Trail - Neola Avenue Bridge Chicago, Milwaukee, St. Paul & Pacific Railroad Bridge #Y-138 |
| Built By | Chicago, Milwaukee, St. Paul & Pacific Railroad |
| Currently Owned By | Greene County Conservation Board |
| Superstructure Contractor | Unknown |
| Substructure Builder | Chicago, Milwaukee & St. Paul Railway Company Forces |
| Length | 87 Feet Total, 55 Foot Main Span |
| Width | 1 Track |
| Height Above Ground | 12 Feet (Estimated) |
| Superstructure Design | Steel Stringer and Timber Pile Trestle |
| Substructure Design | Concrete and Timber Pile |
| Date Built | c. 1970 Using a Span Fabricated c. 1920 |
| Original Location | Unknown |
| Traffic Count | 0 Trains/Day (Bridge is Open to Pedestrian Traffic) |
| Current Status | Open to Pedestrian Traffic |
| Chicago, Milwaukee, St. Paul & Pacific Railroad Bridge Number | Y-138 |
| Significance | Local Significance |
| Documentation Date | 3/26/2013; 5/2/2017 |
In 1878, the Des Moines, Adel and Western Rail Road (DMA&W) constructed a short 8-mile narrow gauge line, extending from Waukee, Iowa to Adel, Iowa. In 1879, the line was extended an additional 21 miles to Panora, Iowa. In 1880, the DMA&W changed its name to the Des Moines and Northwestern Railway (DM&NW). In 1881, the St. Louis, Des Moines and Northern Railway (StLDM&N) constructed an additional 15 miles of railroad, extending from Des Moines, Iowa to the existing line at Waukee. The segment between Clive, Iowa and Waukee; and a one-half interest in the Des Moines to Clive segment were sold to the DM&NW soon after completion. Between 1881 and 1882, the DM&NW an additional 70 miles north to Fonda, Iowa. By 1891, the line would be converted to standard gauge. In 1895, the DM&NW was consolidated into the Des Moines, Northern & Western Railroad (DMN&W). In 1899, the DMN&W was sold to the Chicago, Milwaukee & St. Paul Railway (Milwaukee Road). The Milwaukee Road completed an additional 44 miles of track between Fonda and the existing mainline at Spencer, Iowa. By the late 19th Century, the Milwaukee Road had developed a large railroad network throughout the Midwest. This line served as a secondary line, providing the Milwaukee Road with a connection to Des Moines.
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 Milwaukee Road abandoned much of the Iowa Division, including the entirety of this line. A segment between Des Moines and Clive was sold to the Norfolk and Western Railway (NW). A segment between Clive and Jefferson, Iowa; as well as a segment between Albert City, Iowa and Marathon, Iowa were sold to the Chicago & North Western Railway (C&NW). In 1982, NW was merged with the Southern Railway to form Norfolk Southern Railway (NS). NS began leasing the Des Moines to Clive segment to Iowa Interstate Railroad (IAIS) to serve some industries on the west side of Des Moines. After plans for a power plant near Panora were abandoned, C&NW abandoned the Clive to Yale, Iowa segment in 1987. In 1990, the C&NW abandoned the Herndon, Iowa to Jefferson segment. In 1995, the C&NW was purchased by Union Pacific Railroad (UP). In 1999, UP abandoned the segment between Yale and Herndon. Today, IAIS still operates the Des Moines to Clive segment as part of the Grimes Industrial Lead. UP operates the Albert City to Marathon segment as part of the Laurens Subdivision. A large segment between Clive and Jefferson has been reused as the Clive Greenbelt Trail and the Raccoon River Valley Trail. The remainder of the line has been abandoned and largely reverted to adjacent landowners.
Located south of Jefferson, this steel stringer bridge carries a former Chicago, Milwaukee, St. Paul & Pacific Railroad (Milwaukee Road) branch line over Neola Avenue. Prior to the 20th Century, it is unclear if a bridge existed at this location. In 1902, the Milwaukee Road invested significant capital into this line, replacing a handful of timber bridges with steel and concrete structures. That year, a 30-foot type "E" deck plate girder span was installed on new concrete abutments. The bridge remained unchanged until approximately 1970, when it was rebuilt with a larger steel stringer span, approached by timber pile trestle spans. Currently, the bridge consists of a 55-foot steel stringer span, set onto timber pile piers and approached by a single 16-foot timber pile trestle span on either end. The concrete abutments from the 1902-era bridge were retained as retaining walls, and have been notched to allow the steel span to pass over. It is believed that the steel span was originally fabricated in approximately 1920 for use at an unknown location, before being moved here. The superstructure follows a standard design, with five shallow beams and an open deck. The length of the main span is slightly unusual, as most steel stringer spans were limited to 40 feet or less. An unknown contractor fabricated the superstructure, while labor employed by the Milwaukee Road Bridge & Building Department constructed the original concrete abutments and the timber components of the bridge. Railroads often reused steel and iron spans, as it provided a cost effective way to upgrade bridges without requiring large amounts of new material. Steel stringer spans were popular for railroad use, as they were durable and easy to construct. Since the last reconstruction, the bridge has seen no significant alterations. Wooden railings and a wooden deck have been added to the bridge, and it now carries the Raccoon River Valley Trail. Overall, the bridge appears to be in fair to good condition, with no significant deterioration noted. The author has ranked the 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 |