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| Name | NS S. Fork Sangamon River Bridge Wabash Railroad Bridge #749 |
| Built By | Wabash Railroad |
| Currently Owned By | Norfolk Southern Railway |
| Superstructure Contractor | American Bridge Company of New York |
| Substructure Contractor | Unknown |
| Length | 304 Feet Total, 75 Foot Spans |
| Width | 2 Tracks, 1 In Use |
| Height Above Ground | 20 Feet (Estimated) |
| Superstructure Design | Deck Plate Girder |
| Substructure Design | Stone Masonry and Concrete |
| Date Built | 1912 |
| Traffic Count | 10 Trains/Day (Estimated) |
| Current Status | In Use |
| Wabash Railroad Bridge Number | 749 |
| Norfolk Southern Railway Bridge Number | 407.78 |
| Significance | Local Significance |
| Documentation Date | 10/21/2023 |
Between 1869 and 1870, the Decatur and East St. Louis Railroad (D&EStL) constructed 109 miles of new railroad, extending from Decatur, Illinois to East St. Louis, Illinois. At East St. Louis, the railroad connected with several other railroads. After completion in 1870, the railroad was merged into the Toledo, Wabash & Western Railway (TW&W), which had constructed and acquired a mainline extending from Toledo, Ohio to Hannibal, Missouri via Decatur. The TW&W was merged into the Wabash Railway in 1876. The Wabash was merged into
the Wabash, St. Louis and Pacific Railway (WStL&P) in 1886. This
railroad entered bankruptcy in 1886, and was partitioned and sold
in 1889. The line between Decatur and East St. Louis was sold to the Wabash Eastern Railway, which promptly was consolidated into the Wabash Railroad.
The Wabash would become a respected railroad network in the Midwest,
connecting Detroit with Kansas City. This line served as a principal mainline to St. Louis, where the line connected to another Wabash Line towards Kansas City. Because of the heavy use, the line was double tracked between Decatur and East St. Louis between 1905 and 1914. The Wabash Railroad was reorganized as the Wabash Railway in 1915. The railroad would again be reorganized as the Wabash Railroad in 1941,
and would be controlled by the Pennsylvania Railroad. In 1964, the
railroad was leased to the Norfolk & Western Railway (N&W), and
would be entirely acquired in 1970. In 1982, the N&W would merge
with the Southern Railway to form Norfolk Southern Railway. Today,
Norfolk Southern operates the Brooklyn District between Decatur and East St. Louis. Portions of the second track have been removed, primarily on the northern end of this line.
Located along Illinois Route 48 southwest of Taylorville, this large deck plate girder bridge crosses the South Fork Sangamon River. The first bridge at this location was likely a timber trestle. In 1888, the original bridge would be replaced with a two span Pratt through truss bridge, set onto stone piers. By the early 20th Century, the Wabash desired to double track this line and the existing bridge had become too light for traffic. Between 1912 and 1914, the original bridge was replaced with four 75-foot deck plate girder spans, set onto stone and concrete substructures. The original stone abutments and pier of the bridge were extended with concrete, and two new concrete piers constructed. After replacement, one of the truss bridges is known to have been relocated to Harvey, Iowa, where it continues to serve as a pedestrian bridge.
The deck plate girder spans use a standard design, fabricated by American Bridge Company. The girders are heavily built, and utilize a ballast deck. This design of bridge was commonly used by railroads throughout the United States, as it was durable and easy to construct. Overall, the bridge appears to be in good condition, and appears well maintained. Little deterioration was noted throughout the bridge, and the superstructure of the bridge has an intact coat of paint. The eastern track has been removed, but the superstructure remains intact. The author has ranked the bridge as being locally significant, due to the common design.
Citations
| Builder and build date | American Bridge Company plaque |
| Railroad History Citation | ICC Valuation Information, Compiled by Richard S. Steele |