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| Name | IAIS Camp Creek Tributary Bridge Chicago, Rock Island & Pacific Railroad Bridge #3493 |
| Built By | Chicago, Rock Island & Pacific Railway |
| Currently Owned By | Iowa Interstate Railroad |
| Superstructure Contractor | American Bridge Company of New York |
| Substructure Contractor | Unknown |
| Length | 188 Feet Total, 68 Foot Main Span |
| Width | 1 Track |
| Height Above Ground | 50 Feet (Estimated) |
| Superstructure Design | Deck Plate Girder and Timber Pile Trestle |
| Substructure Design | Concrete and Timber Pile |
| Date Fabricated | 1903 (Center Span) 1907 (Approach Spans) |
| Date Erected | c. 1955 |
| Original Location (Center Span) | Unknown |
| Traffic Count | Less Than 1 Train/Day (Estimated) |
| Current Status | In Use |
| Chicago, Rock Island & Pacific Railroad Bridge Number | 3493 |
| Iowa Interstate Railroad Bridge Number | 349.30 |
| Significance | Local Significance |
| Documentation Date | 9/29/2017; 4/27/2018 |
In 1853, the Keokuk, Fort Des Moines & Minnesota Railroad (KFDM&M) was organized to construct a new railroad, extending from the Mississippi River at the southeast town of Keokuk, Iowa to Des Moines, Iowa; located near the center of the state. Grading began in 1855, and track laying commenced the following year. The first 40 miles were completed between Keokuk and Bentonsport, Iowa by the end of 1857, followed by an additional 36 miles to Ottumwa, Iowa by the end of 1860. In 1861, an additional 16 miles were completed to Eddyville, Iowa; where work paused due to the Civil War. Work resumed in 1864, and an additional 23 miles were completed to Pella, Iowa by the end of that year. The KFDM&M was reorganized as the Des Moines Valley Railroad (DMV) at the end of that year. In 1865, an additional 14 miles were completed to Monroe, Iowa; and in 1866, the final 33 miles were completed to Des Moines, Iowa. When the railroad reached Des Moines, it was the first railroad to enter the city. Work eventually continued northwest from Des Moines. In 1873, the DMV went bankrupt, and was split into two separate railroads. The Keokuk & Des Moines Railway (K&DM) was awarded the segment between Keokuk and Des Moines; and the Des Moines & Fort Dodge Railroad (DM&FD) was awarded sections constructed northwest of Des Moines.
During the 1870s, the Chicago, Rock Island & Pacific Railroad (Rock Island) was rapidly expanding throughout Iowa. In 1878, the Rock Island secured a lease and began operating the property of the K&DM. The Rock Island was reorganized as the Chicago, Rock Island & Pacific Railway (Rock Island) in 1880. The Rock Island operated this route as a secondary mainline, serving industries in southeast Iowa and connecting to other branch lines. In 1924, the K&DM was merged into the St. Paul & Kansas City Short Line Railroad (StP&KCSL), a Rock Island subsidiary. The Rock Island struggled financially throughout much of its history, experiencing repeated bankruptcies and chronic instability. After World War II, the Rock Island struggled to survive, proposing mergers and deferring maintenance on their routes. The railroad reorganized as the Chicago, Rock Island & Pacific Railroad in 1948, and the StP&KCSL was merged into the Rock Island at that time. Between Oskaloosa and Eddyville, the Minneapolis & St. Louis Railway (M&StL) had operated a parallel line to the Rock Island. After the M&StL was acquired by the Chicago & North Western Railway (C&NW) in 1960, the C&NW and Rock Island consolidated operations onto one line. Between Eddyville and Givin, the Rock Island line was maintained and the former M&StL abandoned. Between Givin and Oskaloosa, the former Rock Island line was abandoned.
By the mid-1970s, the Rock Island was in serious decline. The railroad secured loans to eliminate slow orders, acquired new equipment, and attempted to restore profitability. Several sections of this line had fallen into serious disrepair, hampering the Rock Islands ability to maintain efficient operations. In 1978, the railroad came close to profit, but creditors were lobbying for a complete shutdown of the Rock Island. During the fall of 1979, a strike crippled the railroad, and by January of 1980, the entire system was ordered to be shut down and liquidated. Many of the lines and equipment were scrapped. Profitable sections of railroad were prepared for sale. The line between Keokuk and Pella was abandoned at the time of shut down. Iowa Interstate Railroad (IAIS) acquired a short segment between Des Moines and Pella in 1984, and abandoned the Des Moines to Altoona segment in 1986. In 1995, the C&NW was purchased by Union Pacific Railroad (UP). In 1998, IAIS abandoned the line between Pella and Otley; followed by the segment between Otley and Prairie City in 2000 and between Prairie City and Mitchellville in 2014. Today, UP continues to operate a short segment of this line north of Eddyville, while IAIS continues to operate a short segment between Mitchellville and Altoona. A segment between Monroe and Prairie City has been reused as a trail, while the remainder of the line has been abandoned.
Located southwest of Mitchellville, this deck plate girder bridge carries a former Chicago, Rock Island & Pacific Railroad (Rock Island) secondary line over an unnamed tributary of Camp Creek. The first bridge at this location was likely a tall timber pile trestle bridge, constructed when the line was first built. In approximately 1880, the bridge was rebuilt with an iron viaduct, consisting of deck plate girder spans, supported by iron towers and set onto stone pedestals. In 1907, the bridge was rebuilt with four new 44-foot deck plate girder spans, set onto new concrete abutments, steel towers and the previous stone pedestals. For an unknown reason, the bridge was significantly altered in approximately 1955. During the alterations, a secondhand 68-foot deck plate girder span was installed, two 44-foot spans are believed to have been retained from the previous bridge, and a short timber pile trestle span was constructed at either end. The substructures were also altered, and only the concrete abutments were retained from the previous bridge. It is unclear if the other two 44-foot spans were reused at another location. Currently, the bridge consists of one 68-foot and two 44-foot deck plate girder spans, approached by a single timber pile trestle span on either end. The bridge is set onto concrete abutments and tall timber pile trestle piers.
The center span was originally fabricated in 1903 for use at an unknown location, before being moved here as part of the 1950s reconstruction. The two 44-foot spans are believed to have been retained from the previous bridge, and were originally fabricated in 1907. All three girder spans are similar, and consist of two heavy plate girders and an open deck. The only significant difference is the presence of an additional flange on the center span. The abutments use a standard U-shaped design, while the piers consist of designs using both two and three rows of piles. American Bridge Company fabricated the girder spans, while an unknown contractor constructed the abutments. It is believed that the alterations and timber components were completed by railroad company forces. Deck plate girder spans were popular for railroad use, as they were durable and easy to construct. The Rock Island heavily relied on relocating bridge spans as a way to save costs on rebuilding bridges. In particular, the Rock Island strengthened and rebuilt hundreds of bridges throughout the system using secondhand material throughout the 20th Century. Since the reconstruction, the bridge has seen no significant alterations. Today, it remains in use mainly for car storage. Overall, the bridge appears to be in fair condition, with significant fire damage to some of the timber piles. The author has ranked this bridge as being locally significant, due to the common design and unclear history.
Citations
| Fabrication date and builder (main span) | American Bridge Company plaque |
| Fabrication date (approach spans) | Date stamp |
| Builder (approach spans) | Missing American Bridge Company plaque |
| Railroad History Citation | ICC Valuation Information, Compiled by Richard S. Steele |