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| Name | NS Old US-36 Bridge |
| Built By | Illinois Terminal Railroad |
| Currently Owned By | Norfolk Southern Railway |
| Superstructure Contractor | Unknown |
| Substructure Contractor | Sangamo Construction Company of Springfield, Illinois |
| Length | 150 Feet Total, 112 Foot Largest Span |
| Width | 1 Track |
| Height Above Ground | 15 Feet (Estimated) |
| Superstructure Design | Through Plate Girder |
| Substructure Design | Concrete |
| Date Built | 1952 |
| Traffic Count | 0 Trains/Day (Bridge is Abandoned) |
| Current Status | Abandoned |
| Significance | Local Significance |
| Documentation Date | 10/21/2023 |
In the late 19th and early 20th Centuries, interurban railroads began to develop throughout the United States. These electrified railroads were intended to provide efficient passenger service, generally to suburban or rural areas. At the same time, electrified street railways began to develop in larger cities throughout the United States. These trolleys provided service to passengers, primarily in urban areas. Champaign businessman William B. McKinley sought to join these two modes of transportation. McKinley desired to construct electrified railroad connecting major cities in central Illinois. The Illinois Traction System (ITC) was formed to develop this network, and the ITC began purchasing railroads in 1899. McKinley incorporated the Decatur, Springfield & St. Louis Railway (DS&StL) in 1903, intended to connect the namesake cities. The Decatur Street Railway & Light Company was purchased the same year, which operated a system of streetcars in Decatur, and had been constructed during the 1890s. Between Springfield and Decatur, a defunct right-of-way was purchased. The line to Springfield opened to traffic in 1904.
The DS&StL was renamed the St. Louis & Springfield Railway (StL&S) in 1903, and a second subsidiary, the St. Louis North Eastern Railway (StLNE) was created the same year. The railroad opened to East St. Louis in 1906, utilizing the Terminal Railroad Association of St. Louis (TRRA) to reach St. Louis. A bridge across the Mississippi River to reach St. Louis was completed by subsidiary St. Louis Electric Traction Railway in 1910, completing the western portion of the route. Much of the route paralleled existing railroad lines, particularly between Decatur and Springfield. Branch lines were later constructed to mines near Hillsboro, as well as into Alton, Edwardsville, and Mechanicsburg. The ITC saw unprecedented freight success along the system, and became the largest and most profitable interurban system in the United States. During the early and mid-20th Century, interurbans fell out of favor with the introduction of the automobile. In 1937, the railroad would be reorganized as the Illinois Terminal Railway. The railroad remained profitable long after many other interurbans had been abandoned. Post-World War II, the railroad remained profitable, comparable to regional sized railroads in the midwest. The ITC would be acquired by nine larger railroads in 1956, with most of the system abandoned. The ITC continued to operate trackage in the St. Louis area, while other portions of the system were reused by freight railroads. The ITC would become part of the Norfolk & Western Railway in 1982, which immediately became part of the Norfolk Southern Railway. Today, much of the ITC system has been abandoned. Short segments near Alton and East St. Louis continue to be used by Norfolk Southern, as well as a short section near Illiopolis.
Located west of Illiopolis, this large through plate girder bridge carries the former Illinois Terminal Railroad over Old US Route 36. In the early 1950s, the State of Illinois decided to upgrade US Route 36 between Decatur and Springfield. As part of the work, the roadway would be relocated to eliminate the existing grade crossing with the Illinois Terminal Railroad and remove the dangerous curves around Illiopolis. In 1952, work began on constructing the realignment and new underpass, with work being completed that year. During construction, the ITC tracks were shifted slightly south to improve the angle at which it would cross the road. The bridge consists of a 150-foot continuous through plate girder span, set onto concrete substructures. Because of the geometry of the crossing and roadway underneath, an exceptionally large and heavily skewed span was required. The superstructure is composed of two sections, one 112-foot and one 38-foot. The joint between these sections is placed over a concrete column, which is located in the southwest and northeast corners. Typical of bridges from this era, the superstructure uses a ballast deck and has deep tapered girder ends. The floor of the bridge is traditionally composed, using floorbeams and stringers, while the ballast deck is constructed of a cast-in-place concrete structure. It is currently unknown what contractor fabricated the superstructure, although Sangamo Construction Company was awarded the contract for the construction of the substructure and the realignment of the road. Through girders were popular for railroad use, as they were durable, easy to construct and could be designed for unusual geometry such as this bridge. Since the initial construction, the bridge has seen little alteration. After abandonment of the ITC, the bridge served a spur to an industry west of Illiopolis, which was demolished in the 2010s. Since then, the bridge has been abandoned although the spur remains intact. US Route 36 was relocated to be concurrent with Interstate 72 in the 1970s. Overall, the bridge appears to be in fair condition, with no significant deterioration noted. The author has ranked the bridge as being locally significant, due to the newer age.
Citations
| Builder and build date | The Builder; October 1952 |
| Railroad History Citation | ICC Valuation Information, Compiled by Richard S. Steele |