- 1884: 104 miles completed from Waterloo to Des Moines, Iowa by the Wisconsin, Iowa and Nebraska Railway
- 1886: WI&N sold to the Chicago, St. Paul & Kansas City Railway
- 1887: 27 miles completed from Oelwein to Waterloo, Iowa by the Chicago, St. Paul & Kansas City Railway
- 1888: 159 miles completed from Des Moines, Iowa to St. Joseph, Missouri by the Chicago, St. Paul & Kansas City Railway
- 1890: 23 miles completed from St. Joseph, Missouri to Beverly, Missouri by the Leavenworth & St. Joseph Railway
- 1892: L&StJ merged into the Chicago, St. Paul & Kansas City Railway, trackage rights obtained over the Union Pacific and Missouri Pacific into Kansas City
- 1893: CStP&KC sold to the Chicago Great Western Railway
- 1909: Chicago Great Western Railway becomes the Chicago Great Western Railroad
- 1968: Chicago Great Western purchased by the Chicago & North Western Railway
- 1984: Des Moines to St. Joseph segment abandoned due to acquisition of parallel Rock Island "Spine Line"
- 1985: Bondurant to Marshalltown segment abandoned
- 1985: Cedar Falls to Cedar Falls Junction segment abandoned
- 1986: St. Joseph to Kansas City segment abandoned
- 1989: Marshalltown to Cedar Falls Junction segment abandoned
- 1995: C&NW purchased by Union Pacific Railroad
- 2001: Bell Avenue Industrial Lead in Des Moines abandoned
- 2011: Bondurant Industrial Lead abandoned
- 1987-Present: Chicaqua Valley Trail uses the railroad grade from I-80 north of Des Moines to Baxter
- 1992-Present: Great Western Trail uses the railroad grade from Des Moines to Martensdale
- 1995-Present: Union Pacific leases the Cedar Falls to Oelwein segment to the Iowa Northern Railroad
- 1995-Present: Union Pacific operates small segments of the former route in Des Moines and Kansas City
06/26/21
This double stone arch crosses an unnamed tributary of the S. Skunk River near Valeria.
Built in approximately 1900, the arch replaced a trestle, which was filled in. The south arch was encased in concrete to reinforce the bridge. This alteration likely occurred once the bridge was converted to trail use.
Overall, the stone arch remains in good condition. This is believed to be the largest stone arch along the Chichaqua Valley Trail.
The author has ranked this bridge as being moderately significant, due to the double arch design.
The photo above is an overview. The bridge can be accessed from the trail above.