Known as the Shopton Overpass, this bridge was built in 1930 using recycled railroad pieces (according to ATSF bridge records), however no original erection date or location were provided. I have acquired complete 1916 steel bridge records for the ATSF system, so I should be able to find the original location and date of at least the truss span.
I apologize. Upon my first visit several years back it looked like the stonework dated to the early 1880s, and I believe I got 1882 from the construction of the second rail line at this location. However, after closer inspection it appears that the bridge is similar in design to structures constructed later between 1895-1900. Iíve changed the date to Ca. 1900 for the meantime, but I believe there may be blueprints for the structure at the Chicago & North Western Historical Society. I apologize about the mixup.
What specifically did the author use to date the twin arch bridge? A dated stone? What? I've been trying for years to set a date on this bridge. The track came into Jewell in late 1880, so that meant IF 1882 is correct, this stone bridge is the second over the water.
It's a common theme for Google Maps to mis-name streams when they get close to their confluences.
On the subject of the NBI, is anyone opposed to merging the 96 NBI data?
It seems fairly spot-on to me.
It looks like Google maps has misnamed this waterway.
USGS calls it Big Creek:
So this is probably the bridge Luke found in the 96 NBI.
Looking at Bing maps, it appears there are other former crossings on this stream, the bridges long gone, except for what appears to be a pipeline? bridge at 40.926256, -91.550704.
The 1996 NBI lists a closed bridge dating to 1903 over Big Creek:
Span length seems to match IMO.
This one's for you, esp. those residing in Henry County. Can you help crack this case? The 97th mystery bridge takes us to Iowa, to Henry County, to a historic bridge over Skunk River that is unknown- no history, no record and no photos. Can you help solve this case? More here: https://bridgehunterschronicles.wordpress.com/2018/06/12/mys...
They have done some work on this bridge since my last visit. They built up the south rail but left the north as was.
Came upon this bridge yesterday, and replacement is under way. It looks like the structure was built with secondhand materials. Does anyone have any more photos?
Field visited this bridge today. In addition to the 1888 plaque, I found an 1890 plaque on an approach span and a 1916/18 plaque on the main span. Seems to suggest that this bridge was indeed relocated from elsewhere, and likely assembled at the time the center span was constructed.
To me, this is pretty clearly a railroad bridge recycled from a previous location. Does anyone else have any input?
This is actually an interesting rehabilitation. It did not eliminate any significant historical components, while strengthening the bridge for years to come:
Given the fact that imagery from 1905 shows no bridge at Park Road, I'm going to categorize this one as a mystery bridge.
Aforementioned imagery: https://books.google.com/books?id=5xBjpPdExPIC&pg=PT100&dq=C...
There are several bridges in the region this imagery could be of, such as the old iterations of the Butler or Dupont bridges.
Plan to get some photos soon.
The Iowa historic Bridges site is kind of weak on the details, with incorrect photo captions and, in the construction types section, incorrect titles (Baltimore for Bowstring, Camelback for Cantilever).
Hopefully the info on this bridge is correct.
According to the updated Iowa Historic Bridge Inventory, the relocation attempt failed and the bridge has been placed into storage.
According to the updated Iowa Historic Bridge Inventory, the bridge has been placed into storage.
The round rebar makes me think it's after 1915. I don't really know how early round rebar came into use.
I put in a request for the bridge. The only thing confirmed was the concrete design, while the 1909 date was not confirmed. In my opinion, the age of the bridge seems to match up. Thoughts?
I believe theyíre ďFrenchĒ drains, likely installed because the road surface under the bridge is at a low point. A French drain is just a grate with gravel or other soil underneath that water can pass through to the ground water table. This drain type doesnít require any plumbing to carry water away.
Yeah I believe they are. The Mississippi River is rather close to this location, and I assume a lot of runoff water makes itís way to the bridge. It might be possible this was originally built to cross a creek, but a road was built underneath?
Are those drains along the sides of the roadway?
I think part of it too was the breakup of the Rock island Technical Society. I suspect somewhere the documents were donated. I know another railroad that Iíve done research with has literally hundreds of banker boxes of bridge documents. Iím hoping I can find them somewhere, as itís always really cool to know the exact history of these structures. So if anyone reading this has any Rock Island Railroad bridge documents, please send them this way!
It's frustrating that something seemingly simple and relatively recent may be totally lost history. It's nice that people here and elsewhere are working to collect and save what's left to be found.
I Believe the line dates to the early or mid 1860s. This is the same route that crosses the Mississippi River on the famed bridge at Rock Island.
I found an article in a Railroad Gazette or similar publication that stated that that at one point, the Rock Island was reusing nearly 4/5 of spans it replaced on main lines. This railroad company is exceptionally difficult to find information on as well, as it seems a lot of records were destroyed, while a lot of bridges were moved around, even into the 40s.
Does the date match with when the line was built? It could be original stone piers were replaced later.
Judging by the concrete substructures, I would be shocked if this bridge was assembled at this location in 1888. Instead, I'm thinking that it was likely moved from another location or locations.
Wow! A ceramic builder plaque! Great Find! I normally only ever see those in Canada (not sure why several builders in Canada used them), where they are extremely rare. Even more rare in the states.
I've seen a couple of spans along this line with the same Wisconsin Bridge & Iron Company tag as Daniel found in photo 12, most notably one in adjacent Story County:
I've speculated before that they likely did a rehabilitation within the last 50 years, and left the tag. It seems to me that if they actually built the structure, they would have left a plaque instead. The Ames bridge has a Lassig Bridge & Iron Works plaque, the true builder of at least that span. I would suspect this span dates to a similar time frame, when the route was double tracked. According to a Union Pacific chart, this route was double tracked at this location between 1901 and 1902.
There appears to be a missing plaque outline on the main span. It looks to me like it might be an American Bridge plaque, but it is hard to tell. It would certainly add up though, as Ambridge was a favorite of RI, the plaque matches the 1901-1910 shape of the ambridge plaques and the bridge appears to date from this time period.
Bridge appears to have been scrapped..
I believe this date came from the NBI. I also know there are other bridges along this line built at this time. I can put in an adchices request though, and perhaps I could find some blueprints.
Looking at the rebar in picture 11 it looks more modern than the 1909 date. I would expect a twisted square section. How solid is the date on this one?
Definitely an unusual structure if it's anywhere close to a century old.
Thanks for the input. I imagine this was probably an expirmental design, as I havenít seen anything like it anywhere else along the Milwaukee Road system. I wonder why a design like this wouldíve been chosen for this location over a standard bridge..
That being the case (exposed rebar) and the visible floorbeams this would be an early/rare example of a reinforced concrete deck girder.
It looks like there actually is some exposed rebar at the very top of Photo #11, indicating a concrete bridge.
Just speculation, I think steel plate girder spans would be longer. These short spans might be some early reinforced concrete girders. I'd want to look for exposed rebar as a clue to what the concrete covers.
Curious bridge here. Looking at picture 11, it appears that the bridge may be a steel deck girder, later encased in concrete. Thoughts?
Actually, it's Dylan and I am not the one who took the construction photos, but thanks for your response!
You were lucky because you actually got to see the pre-stressed box beams before they were installed... you can see in your photos how they are hollow inside (hence the "box" designation). You can also see in your photos that before they are erected, they are individual beams, although if they are lined up on the bridge right beside each other (called Adjacent Box Beams) they have the appearance of a slab after being erected. This type of bridge is often called a Pre-Stressed Concrete Adjacent Box Beam (or girder) bridge. In dealing with historic bridges as those seen on this website, "concrete slab" typically refers to a traditional reinforced concrete structure with rebar inside, which is a poured concrete slab, rather than precast beams arranged to form a slab-like structure.
What is the correct terminology for the precast concrete structure that replaced the west approach trestle on this bridge? I have seen these referred to as concrete box girders. Is this the correct designation? What is the difference between these and a concrete slab bridge or a concrete stringer?
love it !! very nice
This achievement in RR covered bridge building was later surpassed by this one at Marcus, WA.
The Washington & Great Northern crossed the Columbia on an eight span Howe truss bridge constructed by Porter Brothers Construction Company of Portland. The timber bridge was only the third to cross the American portion of the river and the first to be constructed in a single season. It opened in May 1902. Its construction was the last project that John F. Stevens would oversee before leaving Hill to become chief engineer of the Panama Canal. Its trusses were encased in vertical siding in 1914 making it, at 1200 feet in length, the longest covered bridge ever constructed west of the Mississippi. The railroad planked the deck in 1926 and opened the bridge as a toll crossing for automobiles.It was torn down in 1941 after Grand Coulee Dam closed.
I've only see one picture of it a museum in Colville, WA and scouring the internet has failed to yield any result.
Trussed floor beams!
Nice set of photos. Looks like Union County has the potential to cash in on the tourism potential of old iron bridges like a certain neighboring county has with covered bridges. Somebody needs to suggest that the local authorities invest in some paint and repairs.These spans may never be able to support a truckload of hogs or soybeans but they definitely could serve as bike or pedestrian spans. Rusty gold as the Hawkeyes say on cable tv.
Lee has an idea.
Bridge #354 made the news. It is not good news. Again.
Closed due to advanced deterioration.
Most likely expanding the Hoover Nature Trail. Sad, but understandable that they're not re-using the substructure.
Bridge abutments and piers demolished early April 2018. Possibly being replaced by hike/bike trail bridge?
If you trace the ROW westward from this spot using the GIS link below or historicaerials.com, you'll see that the trestle is indeed on the CD&W's ROW. as you'll see it crossing the Rock Island's Stockton-West Davenport line on the CD&M's overpass at what is now West Lake Park.
The trestle became an industrial spur on the DRI-Line at some point after the CD&M folded.
This bridge, if it was used by the DRI line, is not from the Interurban Clinton, Davenport and Muscatine Railway. It is from the Burlington, Cedar Rapids, and Northern line from Stockton to West Davenport that also followed Blackhawk Creek toward Westlake Park, also known as railroad Lake. This line was abandoned by The Rock Island lines in about 1928 as being unnecessary as there was little or no local traffic generated in Blue Grass, and the main line already ran from Stockton into Davenport.
did this bridge carry us 61 in the 30rds
I had to edit the bridge's info. The Wabash builder's plan is slightly misleading. It lists the bridge as 8 panels/118ft, but whoever drafted it neglected to add in the half panels at either end of the bridge into the total length. The main span is actually right around 150ft long.
This bridge was a road bridge on the original hiway 75 or KT trail from Rock Rapids to Doon. However it was never a railroad bridge for the Bonnie Doon railroad as speculated in the article, Old plat maps clearly show the railroad and roadway running parallel until several hundred yards South of this bridge. The road continues North over this bridge and past the historic Lakewood farm. The railroad however splits and continues along the South/East side of the river to the town of Lakewood which was 2 miles East of the famous farm. The farm had it's own small redwood style watertower which resembled a tower for a steam locomotive which probably confuses things. But the train clearly didn't cross this bridge and went to the now long gone town instead. 1930's aerial pics also show this. Carefully read the article about riding the Bonnie Doon and it too agrees with the train going to Lakewood and then crossing the river a mile North of the town - 3 or 4 miles from this bridge site.
Good to see you back, Dylan.
The photo that is attached to this description, is the bridge on 70th Avenue. The reason for the fence is to prevent deer from escaping out of Timber Ghost hunting preserve. The bridge that is marked on Sperry Road, is a steel I beam type, with a concrete deck.
The railroad is the Milwaukee Road. The Chicago and North Western crosses Highway 30 at LeGrand Iowa.
This one is in an absolutely horrible condition. I'm shocked it hasn't been replaced.
I drove past once but didn't stop. Looks like you can just park along the shoulder and get out.
is one able to park along the new highway? It certainly would seem to make getting this bridge easier.
This bridge is now much more accessible with the completion of Highway 100/Collins Road.
Line was abandoned from DeWitt to Eldridge in 1931 based on the book I just added to the sources section. Based on the lightweight construction, it was relocated here. Something that, based on the many relocations John Marvig's uncovered, comes as no shock.
It is, as the only other railroad bridge in the general vicinity was the Rock Island/BCRN bridge at McCausland, but that line was heading northeasterly towards Clinton.
Also it (And all other bridges on that line.) were gone by 1937, as they don't appear in aerial views from that year.
This may be the bridge Henry was commenting on.
There also appears to be a girder bridge a bit north on what is still somewhat visible as the old ROW.
Or is it a privately built bridge?
I.m looking for information on the railroad over the Wapsi river north of Long Grove Ia. to DeWitt Ia. DATES : PICTURES THE FOUNDATION IS THERE WITH A DATE 1910 ON IT it was removed in the 1945 or about and if it built between SCOTT and CLINTON county line thanks Henry Pacha Long Grove PH # 563-320-6738
Since I have last visited this location in 2012, Iowa DOT and ILDOT have moved US-61 from Brady Street to I-280, hopefully rerouting oversized vehicles from hitting this bridge.
It's been on the chopping block for the better part of a decade.
The bridge is unfortunately slated for demolition.
Looks like this bridge has been lost
There is a distinct possibility that the shorter of the two truss spans in this bridge is actually the former main span from the Rock Island's original crossing site of the Chariton River, located a few miles to the north. A rough estimate of the old main span's length using the Google Earth ruler tool is approximately 120ft, nearly identical to the estimated length of the short truss on this bridge. This would help to explain the unusual design of the new bridge, with mismatched DPG and Warren through truss spans of varying lengths and designs. The design of the truss span in question is also similar to other simple warren through trusses the Rock Island erected in great numbers in the late 1800s/early 1900s.
Shaw Road bridge has been demolished 12/15/2017.
This bridge was demolished and replaced this past summer.
After finding out about the loss of this bridge, I sought out any info on any other bridges that may have built by this shipbuilder-turned-bridge-builder, and turned up the following:
"Decorah - The contract for constructing 10 I-beam bridges with reinforced concrete abutments was awarded to the Dubuque Boat & Boiler Works, Dubuque, at $14,269"
Sadly the NBI shows no steel stringers built in 1916, so it seems these disappeared as well.
"Repairing the bridge could cost somewhere between $80,000 and $190,000 depending on the scale of repairs. Moon said if everything goes perfectly, the repair work could begin in about six months. If not, it could take a year or so.
Replacing the bridge could cost $1.5 million or more. In the best case scenario, it would be 18 months before construction starts on a new bridge, Moon said."
"To Sanders, the county has four options: repair the bridge; start the process of replacing it; acquire the land the bridge is on, which is slightly more expensive than replacing the bridge; or find a way to work with the city of Ames to turn its private road near the water plant back into a public road the county would maintain.
ďI donít particularly like any of those options, but thatís the only four options that I see,Ē he said"
Very well put; I couldnít agree more. People from every political affiliation are contributors to this site, but despite those differences, we all have the same thing in commonówe love and treasure our historic bridges, and that will never change. Political comments create division, no matter what side youíre on. As Iíve said before, whining about political stuff is what Facebook is for (which I ignore completely, so it doesnít affect me!); Bridgehunter is not the place for it.
Hey folks. I hate to be critical of edits and contributions on here, but I really think we should keep politicians names out of status updates unless a politician is directly involved with the bridge.
I know there are people on here who don't like president Trump. Likewise, I know there are people on here who are proud supporters of President Trump. That aside, unless president Trump has a bridge named after him, swings a wrecking ball at a bridge, or makes a bridge great again, I really think we should not make comments about him in status updates.
Au contraire: This bridge is scheduled to be replaced with another faux pax arch bridge similar to the Grand Avenue Bridge. The old structure will be demolished in 2018 and completion of new bridge is scheduled for 2020. More here: https://urbandsm.com/downtown/locust-street-bridge-replaceme...
Bridge has been reopened to limited traffic
It's looking like it's gone: https://www.claytoncountyia.gov/AgendaCenter/ViewFile/Minute...
This bridge is/was a very rare example of a Pratt-Warren Hybrid. There were a few of them in Kansas, but to the best of my knowledge all Kansas examples have been demolished except for this one which was saved by a landowner:
These bridges are an unusual example of innovation during the latter part of the truss era. By 1915, trusses were largely standardized, but these hybrids attest to late attempts at modification.
The city of Clive is considering replacing this bridge:
This bridge is one of the oldest known railroad through girders in the country.
Does this seem like a relocated older bridge?
David, your picture is actually of the bridge at Moingona: https://bridgehunter.com/ia/boone/bh52018/
The bridge is on 1908 USGS map. (Milo Quad) So it was probably in place by 1905. The Iowa State Aerial Photos show the bridge in place into the 1960s. It appears to have removed as part the Red Rock Dam project.
City to seek donations to save the bridge: https://www.savecrheritage.org/cedar-rapids-will-seek-public...
As of 24 Nov 17 the water is low and it's still there with the road.
Here is a classic example of a great truss bridge being put in danger by a failing substructure. This happens all too often across the country, and there are multiple reasons why it can happen.
Although this is a mundane artifact, it is a faint remnant of infrastructure gone almost without a trace for over half a century. We need these small reminders of our past scattered around the countryside.
Its going to be replaced but sounds like the trusses go in storage for reuse: http://www.nonpareilonline.com/news/iowa/historic-beaver-cre...
I live a few blocks from here and checked out the new MOB the other day. Not a pretty sight. While the old bridge was not that significant, it sure was nicer than the current structure.
This bridge actually was somewhat damaged in 1990 or 1993. I helped sandbag South Duff during those floods.
At least I remember it as being a bit misaligned in the mid 1990s, but still crossable.
I remember picking wild hops on the trail between South 4th and the bridge. I did use them in a homebrew, but don't remember if it was an IPA. 🤣
The railroad was removed in the early 1980s.
The tracks crossed L-way and passed along the east edge of the DOT property. South Grand Avenue didn't exist then. Grand Avenue ended at L-way.
Not shocking. IAIS has plans in place to replace a lot of bridges, including all the old trusses. Shameful loss of history.
Drove by last night and discovered the bridge has been replaced by a concrete bridge.