A MKT Bridge has stood at this point of the Missouri River since 1873.
Novel design of electrical lifting and automatic leveling machinery is unique to the Katy Bridge.
Lift-span can be raised or lowered in 70 seconds.
408 ft. vertical lift span is flanked by three 300 ft. fixed-truss spans on the north and 247 ft. truss span on the south (longest ever built at the time).
Katy Bridge constructed of high quality silicon steel with total weight of 3,525 tons.
Estimated 75 years of heavy train use remain in the life of the Katy Bridge.

Designated one of Missouri’s 10 Most Endangered Historic Places

Missouri Alliance of Historic Preservation Award May 2005

Eligible for placement on the National Registry of Historic Places

Save the Katy Bridge Coalition (Non-Profit) incorporated 2005.

Legal Update

In April 2005, the Attorney General's Office sued Department of Natural Resources and its current Director, Doyle Childers, in state court challenging Director's authority to release State of Missouri's contractual and property right interests in the Katy Bridge. In subsequent filings, Attorney General's Office has expanded allegations against Department of Natural Resources (DNR) to include breach of fiduciary duty in protecting interests in the charitable trust established by the late Edward D. Jones, Jr. and new allegations against Union Pacific for breach of contractual obligations to maintain the bridge for transportation and trail use. This case is proceeding through expected procedural steps and pre-trial motions. A friend of the court action has been submitted by the Missouri Bicycle Federation. Pat Jones, widow of the late Edward D. Jones, Jr. has requested to join the lawsuit against the Department of Natural Resources. Judge Byron Kinder is hearing the case in Cole County.

Attorney General’s Office arguments are: 1) 1987 Agreement created a perpetual easement in the bridge for transportation purposes as well as trail purposes and 2) current Director of DNR acted outside the scope of his authority in relinquishing State of Missouri’s rights gained in the original 1987 Agreement 3) State of Missouri Constitution does not give power to department heads to grant, convey, release or surrender interests in state property once acquired, power rests with legislative branch.

When the Interim Trail Use Agreement was executed in 1987, the State of Missouri, the federal government and the railroad companies understood the mutual benefits of the terms and conditions of this Agreement. For Missouri, economic benefits included development of a unique park system with tourism revenue for communities along Katy Trail. The Katy Bridge is a unique part of that tourism strategy. The federal government understood the importance of the trail and bridge for railbanking under the terms and conditions of the National Rails to Trail Act, not only for preservation of the rail bed and bridge in the case of future rail transportation needs and/or national emergency, but also with respect for the property rights of private landowners along the rail bed. All parties came to the table willingly and in concert with the terms of the Agreement. People who were there verify the intent of the agreement.

City of Boonville has not yet joined the court case. City has legal options including filing a “friend of court” action or intervening in current case under theory of “special and additional interests” that can only be filed by Boonville on behalf of its citizens.

Ownership Options

The best of all worlds would be a working relationship between a governmental entity and the Save the Katy Bridge Coalition to minimize liability cost and maximize opportunities for grants and other funding sources.

Specific options include:

Union Pacific continues to own bridge with State of Missouri managing bridge through its park system.

Union Pacific continues to own bridge and leases bridge to a non-profit organization.

Union Pacific transfers ownership right to a governmental entity such as a municipality who in turns leases bridge to a non-profit organization.

The Chain of Rocks Bridge north of St. Louis is an excellent model. The bridge is owned by the City of Madison, Illinois (population of 5,000) and leased to the Trailnet Foundation for $1.00 per year. The foundation is responsible for generating all development and ongoing operating funds through donations, grants, and special events. Fundraising potentials include bridge festivals, art on the bridge, concerts on the bridge, biking events, wine and beer tasting events, eagle/bird watching events, harvest moon festivals, leasing for private parties, weddings, etc. The potential for similar and/or unique events in Boonville is unlimited.

Restoration Cost/Design Facts/Financing

No Boonville or State tax revenue has been requested nor required to develop the Katy Bridge for pedestrian use. All development funds will be raised through donations and grants. The goal is for the Save the Katy Bridge Coalition to generate revenue for all aspects of the project.
Allstate Consultants completed an Estimate of Probable Costs to convert the Katy Bridge to pedestrian use. The conversion design consists of two phases.

Phase 1 includes 3000 ft. of trail rehab and construction on Howard County side from Hwy 87 to north end of bridge and rail installation and wood floor planking on North 920 ft. of bridge to mid-river. This rehab and construction will cost $485,500.

Phase 2 includes building a pedestrian approach span to replace the missing South approach span and decking remaining bridge. This phase will cost $512,500.

If it is found that the Katy Bridge has lead base paint, this issue proves to have a simple low cost solution. Other bridges have used a sealant which provides reasonable protection from lead paint and meets environmental requirements. This process was used on Chain of Rocks Bridge at a cost of $50,000. The Chain Rocks Bridge is over three times longer than Katy Bridge. Current design plan restricts any access to structural members by providing a 5 ft. tall rail and 3 ft. horizontal clearance to structural members. This appears to be similar or more effort than MDNR has used on other painted steel trail reclamation projects.

 The bridge conversion plan includes operating the lift-span. Bridge would be lowered for pedestrian use and raised for barge traffic. Currently, barge traffic has decreased significantly. An option would be to raise bridge during barge season and lower bridge for pedestrian use during months barges are not the traveling river. Other options could be explored once ongoing funds are established.

The unique Katy Bridge with an operating lift-span is a major tourism attraction and would provide fundraising events featuring raising and lowering lift-span. The “operational” feature would be a significant factor in the bridge’s National Register or landmark status.

Liability insurance concerns many people. The liability insurance solution is tied to the “final ownership” discussion. For example, if the City of Boonville adds the bridge to the City’s insurance policy to cover the bridge liability, the estimate cost would be $2,000 with no pedestrian use and $10,000 with
seasonal raising and lowering of bridge and pedestrian use as quoted by one of the City’s insurance agents. This cost would be paid annually by Save the Katy Bridge Coalition. The Chain of Rocks Bridge has the same arrangement with the City of Madison, Illinois.

Tourism Benefits

The Bridge is:

a one-of-a-kind local site. A site that has wide market appeal: bikers, walkers, bird watchers, bridge lovers, preservationists, engineer, artists, conservationists, environmentalists, and so on for locals and tourists alike.

another attraction that qualifies Boonville as a “destination” tourist location.

has huge global marketing identity and potential.
already providing Boonville with high visibility through the campaign to save it.

the right thing to save at the right time for Boonville.