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| Name | MKT Trail - Hinkson Creek Bridge #3 |
| Built By | Missouri Midland Railway |
| Currently Owned By | City of Columbia |
| Superstructure Contractor | Unknown |
| Length | 160 Feet Total, 75 Foot Main Span |
| Width | 1 Track |
| Height Above Ground | 20 Feet (Estimated) |
| Superstructure Design | Warren Pony Truss and Timber Pile Trestle |
| Substructure Design | Timber Pile |
| Date Built | 1899 |
| Traffic Count | 0 Trains/Day (Bridge is Open to Pedestrian Traffic) |
| Current Status | Open to Pedestrian Traffic |
| Significance | Regional Significance |
| Documentation Date | 6/17/2016 |
In 1872, the Tebo and Neosho Railroad Company (T&N) constructed 72 miles of new railroad line, extending from Sedalia, Missouri to Moberly, Missouri. The new line crossed the Missouri River at Boonville, using an impressive iron bridge. The T&N would be acquired by the Missouri, Kansas & Texas Railway (MKT) in 1873. By the late 1880s, the MKT desired to enter the St. Louis area, and the Cleveland, St. Louis & Kansas City Railway began construction on 162 miles of new railroad, extending from New Franklin, Missouri to St. Charles/Machens, Missouri in 1890. The railroad would be completed by the Missouri, Kansas & Eastern Railway in 1893, and the railroad merged into the MKT in 1896. In 1899, the Missouri Midland Railway would complete a 13-mile branch line, extending from the mainline at McBaine, Missouri to Columbia, Missouri. The branch line was sold to the MKT in 1901. This railroad formed the eastern portion of the principal mainline for the MKT, connecting St. Louis to the MKT system which had greatly expanded into Kansas, Oklahoma and Texas during the 1880s. In 1923, the MKT reorganized as the Missouri-Kansas-Texas Railroad. In 1975, the line between Fayette and Moberly would be abandoned, and the New Franklin to Fayette segment would be abandoned in 1978. The Columbia line would be abandoned in 1980, and converted to a trail in 1982. Due to the proximity to the Missouri River, the line was prone to washouts. A severe flood in 1986 damaged the line, and it was decided to not repair the line. In 1988, the MKT was merged into Union
Pacific Railroad (UP), and UP would donate the line to Missouri State Parks. The line was then converted to trail use, opening between Machens and Sedalia in 1993. Today, the Machens to Sedalia segment is part of the Katy Trail, while the Columbia branch is known as the MKT Nature Trail.
Located on the southwest side of Columbia, this small Warren pony truss bridge carries the MKT Trail over Hinkson Creek. It is believed that this bridge was the original structure constructed at this location. Built in 1899, the bridge consists of a 75-foot, 4-panel riveted Warren pony truss span, set onto timber pile piers and approached by timber trestle spans. The span uses solid vertical members, laced diagonal members and a solid endpost. It is unknown why a pony truss design was chosen for this location, when through girder spans of the same size had become common by this time. A similar span located east of this bridge was replaced in 2010, and utilized a larger version of the same design. No plaques could be found on this bridge, but a missing plaque on the replaced bridge possibly indicates that the spans were constructed by Wisconsin Bridge & Iron Company. Small riveted pony trusses, such as this span, became popular with railroads in the late 19th Century, as rigid (riveted) connections provided an advantage for high load capacity. However, typically these spans were in the 100-foot to 120-foot range, not as short as this span. Overall, the bridge appears to be in fair condition, with no significant deterioration noted. It is likely that the bridge will be replaced in the coming years, as other bridges along this trail have. When the other pony truss span was replaced, the endposts were removed and put on static display. It is hoped that a static display can be created from this truss, but instead reuse the entire truss, set onto the ground intact. The author has ranked this bridge as being regionally significant, due to the unique truss design.
Citations
| Build date | The Railroad Gazette; Volume 38, Issue 18 |
| Railroad History Citation | ICC Valuation Information, Compiled by Richard S. Steele |