From The Des Moines Register - November 11, 1945
Thursday, November 30, 2017
Friday, January 17, 2014
Debra Heights
What it used to be referred to. I found some info on Facebook on the origin.
So include that in the history. The Kwik Shop was a big deal. Facebook page just for that.
Thursday, January 9, 2014
Who's doing what?
Don Corrigan taking the lead on the Trestle to Trestle Trail.
Jeremy Geerdes is taking on the churches in the area.
Bob Economaki from Lost Des Moines has done research on Beaver Field. He has posted a pdf that I need to get.
Thursday, January 2, 2014
Inter-Urban Trail Bridge
Just outside of our boundaries as a neighborhood…
From BridgeHunter.com
Overview
Pratt through truss bridge over Des Moines River on Interurban Trail
Location
Status
Open to pedestrians
History
Built 1905, Abandoned 1982; Converted to trail use 1998, repaired 2012
Design
1 Span I-Beam (Non Authentic)
4 - 127' Pratt Through Truss Spans
4 Spans Trestle (non authentic)
4 - 127' Pratt Through Truss Spans
4 Spans Trestle (non authentic)
Dimensions
Length of largest span: 127.0 ft.
Total length: 615.0 ft.
Total length: 615.0 ft.
Also called
DCI Des Moines River Bridge
Wakonsa Bridge
ITU Des Moines River Bridge
Wakonsa Bridge
ITU Des Moines River Bridge
Approximate latitude, longitude
+41.62444, -93.64443 (decimal degrees)
41°37'28" N, 93°38'40" W (degrees°minutes'seconds")
41°37'28" N, 93°38'40" W (degrees°minutes'seconds")
Approximate UTM coordinates
15/446317/4608280 (zone/easting/northing)
USGS topographic map
Des Moines NW
Inventory number
BH 49355 (Bridgehunter.com ID)
Description of the Trestle to Trestle trail
From TrailLink.com…
Polk County's Trestle to Trestle Trail stretches from Des Moines to Johnston, one of its northern suburbs. The 3.7 mile asphalt trail, which runs near both heavily-wooded forest and the Des Moines River, has been a crucial link in central Iowa's robust trail network since its opening in 2007.
In the Beaverdale neighborhood of Des Moines just south of Euclid Avenue, the aptly-named Trestle to Trestle Trail links with the restored railroad trestle spanning the Des Moines River at the eastern end of the Inter-Urban Trail. The trestle—known as the Wakonsa Bridge and now decked with concrete—dates from the early 20th century and offers direct access to the Neal Smith Trail on the opposite banks of the river.
The Trestle to Trestle Trail's second railroad bridge is at the trail's Johnston endpoint just north of its tunnel under Interstate 80/35. The original trestle crosses Beaver Creek, allowing trail users to connect to Johnston's network of local trails, including the contiguous segment that runs deeper into the heart of Johnston from the Trestle to Trestle Trail's northern endpoint.
Most of the trail traces the route of the Inter-Urban Railway, which was later reorganized as the Des Moines & Central Iowa Railroad. The line was abandoned in the mid-20th century, but fortunately the two trestles and much of the original route was left intact.
In the Beaverdale neighborhood of Des Moines just south of Euclid Avenue, the aptly-named Trestle to Trestle Trail links with the restored railroad trestle spanning the Des Moines River at the eastern end of the Inter-Urban Trail. The trestle—known as the Wakonsa Bridge and now decked with concrete—dates from the early 20th century and offers direct access to the Neal Smith Trail on the opposite banks of the river.
The Trestle to Trestle Trail's second railroad bridge is at the trail's Johnston endpoint just north of its tunnel under Interstate 80/35. The original trestle crosses Beaver Creek, allowing trail users to connect to Johnston's network of local trails, including the contiguous segment that runs deeper into the heart of Johnston from the Trestle to Trestle Trail's northern endpoint.
Most of the trail traces the route of the Inter-Urban Railway, which was later reorganized as the Des Moines & Central Iowa Railroad. The line was abandoned in the mid-20th century, but fortunately the two trestles and much of the original route was left intact.
More history on the Inter-Urban including some images
The Des Moines & Central Iowa Railroad (DM&CI) was a steam and electric interurban railroad that operated in Iowa. It was developed by and affiliated with the Des Moines Street Railways which ran it for a time. It had two main lines, one east from Des Moines to Colfax, a resort area; 24 miles, and one west from Des Moines, up the valley of the Beaver River, to Perry; 35 miles, with a branch to Woodward 3 miles. It also operated belt line freight traffic in the Des Moines area for a total mileage of 72. The DM&CI interchanged with the Milwaukee road, the M&St.L and the Rock Island, and operated electric and steam locomotives, and later, diesels. It was not too successful in it's freight operations due to steam road competition, or in it's passenger operations due to sparsely populated towns on its routes. During the 20's it did run 9 trains a day between Des Moines and Perry and from Des Moines to Colfax, a resort area. Colfax service was eliminated in 1941 and the line abandoned in 1946. Service on the Perry line was cut back in segments until ended in 1949. In 1949 all freight operations were dieselized. By 1954 the only freight lines remaining were the line from Des Moines to Granger; 17 miles and the belt line at Des Moines. In 1950-51 the city street railways, used by the DN&CI in earlier years, had converted to buses.
Des Moines &
Central Iowa
August 1941
--------------------------------------------------------------------------------
Short history of the Des Moines & Central Iowa Railroad
1899 - The Inter-Urban Railway was incorporated.
1902 - Line from Des Moines to Colfax, a resort area, is completed; 23 miles. City streets used for passenger service but freight service uses belt line around Des Moines,
1906 - The 35 mile line, up the Beaver River valley, from Des Moines to Perry with a short branch to Woodward is completed.
1917 - Ancient wooden cars dating from 1906 are supplemented by two air line cars from Gary and Interurban to support increased Fort Dodge traffic during WW1.
1922 - The IUR is reorganized as the Des Moines & Central Iowa (DM&CI).
1920's - DM&CI is barely sustained by steam road freight interchange. Passenger service to Perry and Colfax is about 9 cars per day each way, with a few cars to Woodward.
1931 - 8 cars to Perry, 7 to Woodward and 4 to Colfax.
early 30"s Colfax service down to 3 cars per day.
1939 - Three large steel cars built in 1918 are utilized.
1941 - Passenger service to Colfax and Woodward discontinued. Service to Perry is now only 3 cars per day.
1946 - Line to Colfax abandoned, and branch to Woodward is torn uip.
1948 - Service on Beaver River (west) line cut back to Granger; 18 miles.
1949 - All passenger service is discontinued. All freight service is dieselized.
1949 - DM&CI sold to Salzburg.
1950-51 - The last of the City system's local interurban lines from Des Moines to Urbandale and Fort Des Moines are replaced by buses.
1954. Granger to Perry track torn up. Remaining freight operations are from Des Moines to Granger and the belt around Des Moines
Timeline for Inter-Urban line
Chicago & North Western Historical Society
An Illinois not-for-profit corporation dedicated to preserving the legacy of the C&NW and its predecessor roads since 1973.
Des Moines & Central Iowa - A Capsule History
This interurban operated out of Des Moines in a “V” shape, with one branch going northwest to Perry and the other branch going northeast to Colfax. It was an electric line until after WWII and was affiliated with the Des Moines Street Railway (street car) properties. In general, passenger traffic was very weak, but it survived because of industrial sidings and steam railroad connections, which generated freight revenue.
In 1949 the line was purchased by Salzberg, who dieselized the line immediately. While he had no qualms about scrapping properties, his policy was to continue to operate viable lines. Finally, in 1968 (and ’69), the DM&CI was purchased by the C&NW.
It should be mentioned that there was a short, side branch to Woodward and a long belt line around the north side of Des Moines. That belt line transversed an industrial area, including access to the Firestone Plant. That plant was served by the C&NW into the 1990’s.
Reporting Marks (varying, depending on circumstances): DM&CI, D&CI, DCI
Timeline:
• 1899 The Inter-Urban Railroad was incorporated. That name was used in the early era.
• 1902 The line to Colfax was built. Colfax had some resort prospects and there was also coal along the line.
• 1906 The line to Perry was constructed with a side-branch to Woodward.
• 1918 –1920 Military traffic was provided to Camp Dodge.
• 1922 The line is renamed the Des Moines & Central Iowa.
• 1930’s Passenger traffic on the Colfax line dropped from 9 trains to 3 trains.
• 1939 Three ex-Lake Shore Electric cars (steel) were purchased used. These were supposed to rectify the problems with older cars. They were scrapped in 1951.
• 1941 Passenger traffic was discontinued to Colfax and also on the Woodward branch.
• 1946 The Colfax line is abandoned.
• 1948 The line from Granger to Perry drops passenger service.
• 1949 The remainder of the Perry/Granger line drops passenger service.
• 1949 Salzberg purchases the line and continues to operate freight service on the industrial segments.
• 1949 The line is dieselized with second-hand diesels, painted in a cream and orange scheme. The electrical equipment is sold for scrap, but the money is reinvested back into the railroad.
• 1954 The Granger to Perry segment is abandoned.
• 1961 The old Willow Street shops are removed and a new shop for the diesels is built, within a year, on the belt line, near a small yard.
• 1968 The line is sold to the C&NW.
• 1980 Track from Granger to Camp Dodge is abandoned.
• 1988 – 1990 Only 2 ½ miles of DM&CI track remain and the C&NW upgrades some of it.
Compiled by Joe Piersen
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