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| Name | Katy Trail - Moniteau Creek Bridge Missouri-Kansas-Texas Railway Bridge #178.8 |
| Built By | Missouri-Kansas-Texas Railway |
| Currently Owned By | Missouri State Parks |
| Superstructure Contractor | Unknown |
| Length | 152 Feet Total, 85 Foot Main Span |
| Width | 1 Track |
| Height Above Ground | 15 Feet (Estimated) |
| Superstructure Design | Through Plate Girder and Steel Stringer |
| Substructure Design | Steel Pile |
| Date Built | 1942 Using a Span Fabricated c. 1905; Approaches Reconstructed c. 2011 |
| Original Location | Unknown |
| Traffic Count | 0 Trains/Day (Bridge is Open to Pedestrian Traffic) |
| Current Status | Open to Pedestrian Traffic |
| Missouri-Kansas-Texas Railway Bridge #178.8 | |
| Significance | Local 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 in Rocheport, this through plate girder bridge carries the Katy Trail over Moniteau Creek. The first bridge at this location was likely a timber trestle, constructed when the railroad line was built. In 1897, that bridge would be replaced by a Pratt through truss span, set onto stone abutments. This truss span utilized a standard MKT design, and was identical to the Loutre River Bridge. It is believed that this bridge was constructed by A&P Roberts Company, also known as Pencoyd Iron Works. The MKT contracted extensively with this company for bridges, and A&P Roberts provided numerous spans throughout the system. In 1942, a derailment destroyed the bridge, and an 85-foot through plate girder span would be installed on timber pile piers, with timber pile trestle approaches. It appears that this span was fabricated in approximately c. 1905, and was strengthened when it was moved here. It is currently unknown where the span may have been moved from. Railroads throughout the United States often reused old steel spans, as it provided a cost effective way to repair or replace bridges. This design of bridge was commonly used by railroads throughout the United States, as it was durable and easy to construct. Overall, the bridge appears to be in fair to good condition, with no significant deterioration noted. The bridge has since been converted to the Katy Trail. The original timber components of the bridge were replaced with steel stringers and steel pile substructures in approximately 2011. The author has ranked this bridge as being moderately significant, due to the common design.
Citations
| Build date | Date of derailment |
| Railroad History Citation | ICC Valuation Information, Compiled by Richard S. Steele |