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| Name | TP&W Farm Creek Bridge #3 Toledo, Peoria & Western Railway Bridge #46 |
| Built By | Toledo, Peoria & Western Railway |
| Currently Owned By | Toledo, Peoria & Western Railway |
| Superstructure Contractor | Unknown |
| Length | 24 Feet Total |
| Width | 1 Track (35 Feet) |
| Height Above Ground | 20 Feet (Estimated) |
| Superstructure Design | Brick Lined Stone Arch |
| Substructure Design | Stone Masonry |
| Date Built | 1904 |
| Traffic Count | 2 Trains/Day (Estimated) |
| Current Status | In Use |
| Toledo, Peoria & Western Railway Bridge Number | 46 |
| Significance | Local Significance |
| Documentation Date | 4/2/2023 |
In 1857, the Logansport, Peoria & Burlington Railroad (LP&B) completed a new railroad line, extending from Lomax, Illinois to Peoria, Illinois, via Galesburg, Illinois. The railroad completed east to Gilman the same year, and reached Logansport, Indiana in 1859. Because the funding for the LP&B was primarily funded by the Central Military Tract Railroad, which became part of the Chicago, Burlington & Quincy Railroad (CB&Q); the Peoria to Lomax segment of the line was sold to the CB&Q in 1860 and quickly became part of the principal mainline for that railroad. The name of the LP&B was changed to the Toledo, Peoria & Warsaw Railroad in 1864, and the railroad sought a renewed connection to the Mississippi River. The following year, the TP&W purchased the Mississippi & Wabash Railroad in 1865, which had previously completed a branch line from Warsaw, Illinois to Carthage, Illinois. Construction began on a new line, extending from Elvaston to Peoria. The new route opened to traffic in 1869. At the same time, the Keokuk & Hamilton Bridge Company began construction of a combined railroad and roadway bridge across the Mississippi River, which would be completed in 1871. A branch line from LaHarpe, Illinois to Lomax would be constructed the same year. By 1880, the TP&W would be reorganized as the Toledo, Peoria & Western Railway (TP&W); and leased by the Wabash, St. Louis & Pacific Railway.
The TP&W provided a crucial bridge connection between the eastern and western railroads, bypassing Chicago and other congested interchange points. The Wabash lease of the railroad ended in 1887, and the railroad remained independent until 1893. In 1893, the railroad was jointly leased by the Pennsylvania Railroad and the St. Louis, Keokuk & North Western Railway (CB&Q), although the CB&Q later relinquished their ownership. In 1960, the Atchison, Topeka & Santa Fe Railway (ATSF) gained part ownership of the line, and gained full ownership in 1968 when the Pennsylvania Railroad was merged into Penn Central. Portions of the line between Keokuk and LaHarpe were sold to the Keokuk Junction Railway (KJRY) in 1985. The ATSF sold the line to investors in 1989, which returned the Topeldo, Peoria & Western Railway name to the line. The KJRY purchased the tracks from LaHarpe to Lomax in 1990, and the line from Peoria to LaHarpe in 2005. Today, TP&W continues to operate the line between Peoria and Logansport, while the KJRY operates the line west of Peoria.
Located near Sweltzer in Washington this attractive stone arch bridge is the second crossing of Farm Creek along the Toledo, Peoria & Western Railway. The first bridge at this location was a timber pile trestle. Starting in the 1890s, the TP&W began a program to upgrade aging timber bridges, replacing the structures with stone and steel bridges. In 1904, the previous trestle at this location would be replaced by a new stone arch bridge. The bridge consists of a 24-foot brick lined stone arch span, set onto stone substructures. The arch consists of a semicircular design, and the wing walls of the structure extend diagonally from the structure. It is believed that an unknown contractor constructed the bridge. Typical of TP&W bridges, the stonework appears to be constructed of a yellowish limestone, which fades to a bright yellow color as it ages. Stone arch spans were popular for railroad use, as they were durable and easy to construct. Brick was often used to form the interior of the arch, as it was stronger than using cut stone. Since the initial construction, the bridge has seen some minor upgrades. In the late 20th Century, the bases of the west abutment was repaired with sheet piling and concrete. No significant mortar has been added to the joints around the superstructure. Overall, the bridge appears to be in fair condition, with some deterioration noted. A large area stone loss has begun to occur on the east abutment of the bridge, which will likely require a similar repair to the west abutment. The author has ranked this bridge as being locally significant, due to the common design.
Citations
| Build date | Annual Report of the Toledo, Peoria & Western Railway For the Year Ending June 30, 1905 |
| Railroad History Citation | ICC Valuation Information, Compiled by Richard S. Steele |