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| Name | Chichaqua Valley Trail - Clear Creek Bridge Chicago Great Western Railway Bridge #K246.66 |
| Built By | Chicago Great Western Railway |
| Currently Owned By | Jasper County Conservation Board |
| Superstructure Contractor | American Bridge Company of New York |
| Substructure Contractor | Unknown |
| Length | 70 Feet Total |
| Width | 1 Track |
| Height Above Ground | 15 Feet (Estimated) |
| Superstructure Design | Through Plate Girder |
| Substructure Design | Concrete |
| Date Built | c. 1905 |
| Traffic Count | 0 Trains/Day (Bridge is Open to Pedestrian Traffic) |
| Current Status | Open to Pedestrian Traffic |
| Chicago Great Western Railway Bridge Number | K246.66 (Old #F208) |
| Significance | Local Significance |
| Documentation Date | 4/27/2018 |
In 1884, the Wisconsin, Iowa & Nebraska Railway (WI&N) constructed 104 miles of new railroad, extending from Waterloo, Iowa to Des Moines, Iowa. In 1886, the WI&N was sold to the Chicago, St. Paul & Kansas City Railway (CStP&KC). In 1887, the CStP&KC constructed 27 miles of additional railroad between Oelwein, Iowa and Waterloo; followed by 159 miles between Des Moines and St. Joseph, Missouri in 1888. In 1891, the Leavenworth & St. Joseph Railway (L&StJ) completed an additional 23 miles between St. Joseph and Beverly, Missouri. In 1892, the L&StJ was sold to the Chicago Great Western Railway (CGW), followed by the CStP&SJ in 1893. The CGW would be reorganized as the Chicago Great Western Railroad in 1909. The CGW had acquired and constructed a modest railroad network throughout Illinois, Iowa, Minnesota and Missouri; connecting major cities in these states. The CGW was one of the smaller railroads in the area, and was late to develop lines. As a result, the railroad never saw the fortunes of other railroads in the area. This line served as a principal mainline for the CGW, proving a connection to Kansas City via a swing bridge at Leavenworth, Kansas and trackage rights over the Missouri Pacific Railway.
In the early 20th Century, the CGW was often surviving on razor-thin profit margins. In 1940, the CGW entered bankruptcy, and was again reorganized as the Chicago Great Western Railway. At this time, the MC&FD was formally merged into the CGW. After the bankruptcy, the CGW became an innovative railroad, pioneering intermodal service and becoming one of the first railroads to completely switch to diesel locomotives. A capital improvement program was launched in 1949, which sought to rebuild and rehabilitate deteriorated infrastructure. In 1968, the CGW was purchased by the Chicago & North Western Railway (C&NW). This route provided the C&NW with access to Kansas City, although deteriorated track conditions limited effective operations. After the C&NW purchased the former Rock Island "Spine Line", the former CGW route became excess. In 1983, the line between Marshalltown and Bondurant, Iowa was abandoned, followed by the entire line between Des Moines and Beverly in 1984. Another segment between Waterloo and Marshalltown was abandoned in 1988.
In 1995, C&NW was purchased by Union Pacific Railroad (UP). UP abandoned a section of the line in Des Moines in 2001. In 2003, UP sold the Oelwein to Waterloo segment to Iowa Northern Railway (IANR). Another section of the line between Bondurant and Des Moines was abandoned in 2011. In 2025, IANR was purchased by Canadian National Railway (CN). Today, CN continues to operate the Oelwein segment as the Oelwein Subdivision. Several sections of this line have been reused as parts of trails, including the Sargent Road Trail between Waterloo and Hudson; the Chichaqua Valley Trail between Baxter and the north side of Des Moines and the Great Western Trail between the south side of Des Moines and Martensdale. The remainder of the railroad has been abandoned and reverted to adjacent property owners. However, much of the original right-of-way is intact.
Located east of Mingo, this through plate girder bridge carries a former Chicago Great Western Railway mainline over Clear Creek. The first bridge at this location was a timber pile trestle, constructed when the line was first built. In the late 19th and early 20th Centuries, the CGW invested significant capital into this line, replacing aging timber bridges with new steel, stone and concrete structures. In approximately 1905, the original timber pile trestle bridge was replaced by the present steel girder bridge. Currently, the bridge consists of a single 70-foot through plate girder span, set onto concrete abutments. The superstructure follows a standard design, with two heavy plate girders, square girder ends and an unusual floor. The floor system is composed of numerous parallel I-beams, placed between the girders and covered by a standard open deck. This design of girder was popular in the early 20th Century, as it was stronger than traditional girder spans and reduced the amount of maintenance required. The substructures also use a standard design, with sloped wing walls which extend slightly diagonal from the bridge. American Bridge Company fabricated the superstructure, while an unknown contractor constructed the substructure. Through plate girder spans were popular for railroad use, as they were durable and easy to construct. In the early 20th Century, the CGW constructed numerous similar structures over small waterways and roads. Since the initial construction, the bridge has seen no significant alterations. Today, it remains in use as part of the Chichaqua Valley Trail. Overall, the bridge appears to be in fair condition, with some spalling noted to the abutments. The author has ranked this bridge as being locally significant, due to the common design.
Citations
| Builder (superstructure) | Missing American Bridge Company plaque |
| Railroad History Citation | ICC Valuation Information, Compiled by Richard S. Steele |