NS Stevens Creek Bridge (Decatur)

Decatur, Macon County, Illinois

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Name	NS Stevens Creek Bridge (Decatur) Wabash Railroad Bridge #123
Built By	Wabash Railroad
Currently Owned By	Norfolk Southern Railway
Superstructure Contractor	Unknown
Substructure Contractors	Unknown (1888 Work) William P. Carmichael Company of St. Louis, Missouri (1922 Work) Unknown (1960 Work)
Length	227 Feet Total, 39 Foot Main Spans
Width	1 Track
Height Above Ground	30 Feet (Estimated)
Superstructure Design	Steel Stringer and Concrete Encased Stone Arch
Substructure Design	Stone Masonry and Concrete
Date Built	1888, Encased 1922 (Abutments) 1960 (Main Spans)
Traffic Count	10 Trains/Day (Estimated)
Current Status	In Use
Wabash Railroad Bridge Number	123
Norfolk Southern Railway Bridge Number	378.03
Significance	Local Significance
Documentation Date	10/21/2023

During the 1830s, the State of Illinois desired a railroad to serve population centers located in southern Illinois. In 1837, the Improvements Act was passed to fund the construction of four railroads, including one between Danville and Quincy. In 1838, the Northern Cross Railroad completed a new railroad line between Jacksonville, Illinois and Meredosia, Illinois. This railroad used iron straps, set onto wooden planks. In 1842, the railroad would be extended to Springfield, with work continuing east towards Decatur. The NCR was operated by the State of Illinois. In 1847, the 61 miles of railroad between Meredosia and Springfield would be sold to the Sangamon & Morgan Railroad (S&M). The S&M changed its name to the The Great Western Railroad (GWR) in 1853. The GWR completed an additional 120 miles of new railroad to the Wabash River at Attica, Indiana in 1853; reusing some of the old grade constructed by the Northern Cross Railroad. In 1865, the GRW was consolidated into the Toledo, Wabash & Western Railway (TW&W).

In 1870, the Hannibal and Naples Railroad (H&N) constructed an additional 45 miles of new railroad, extending west from Bluffs, Illinois to Hannibal, Missouri. Between 1871 and 1872, the Hannibal and Central Missouri (H&CM) constructed 70 miles of new railroad line, extending from Moberly, Missouri to Hannibal, Missouri. The H&CM was merged into the Missouri, Kansas & Texas Railway (MKT) in 1873. The TW&W and H&N were consolidated 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 Hannibal was partitioned to the Wabash Eastern Railway, which was promptly combined into the Wabash Railroad. In 1897, the Wabash received rights to operate between Hannibal and Moberly on the MKT, where it connected to the Wabash line to Kansas City. This use allowed the Wabash to bypass the congested terminals of St. Louis.

The Wabash would become a respected railroad network in the Midwest, connecting Detroit with Kansas City. The Wabash Railroad was reorganized as the Wabash Railway in 1915. In 1923, the Wabash recieved exclusive rights to operate the Hannibal to Moberly segment of the line, and the Wabash purchased the line outright in 1941. The Decatur to Moberly line formed a portion of the principal Wabash mainline, which connected Kansas City with Detroit. 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 Hannibal District between Decatur and Moberly.

Located on the west side of Decatur, this steel stringer bridge carries the former Wabash Railroad over Stevens Creek. The first bridge at this location likely consisted of a timber pile trestle. During the late 1880s, the Wabash invested significant capital into upgrading large bridges along their mainlines. In 1888, the bridge was reconstructed with a 116-foot, 6-panel pin-connected Pratt deck truss span, approached by a 55-foot stone arch on either side. This bridge was constructed by an unknown contractor. The use of stone arch approaches for abutments was preferred by the railroad, as it minimized the steepness of the embankment. This type of abutment also minimized material costs for the abutments. In 1922, the bridge was replaced with three concrete deck girder spans. At this time, concrete encasements were added to the abutments, and the lower pier portion of each abutment reconstructed with concrete. William P. Carmichael Company completed the new concrete bridge and repairs to the piers. This bridge lasted until 1960, when it was replaced by the current bridge. By this time, lightweight pin-connected trusses had become obsolete for modern railroad traffic. At the time of replacement, additional reinforcements had been added at third-points of the truss.

Currently, the bridge consists of three 39-foot steel stringer spans, approached by a 55-foot concrete encased and filled stone arch on either end. Each stringer uses a standard Wabash design, with four beams slanted lateral bracing. As part of the reconstruction, concrete additions were added to the abutments, and two new tall concrete piers constructed. It appears that the piers were constructed in thirds, likely due to the existing truss structure. The entire bridge uses a ballast deck, and the abutments had a cast-in-place deck system added during the 1922 construction. It is currently unknown what contractor fabricated the steel spans, or what contractor completed the concrete work in 1960. This type of bridge was commonly used by railroads, as it was durable and easy to construct. Since the 1960 reconstruction, there have been no major alterations to the bridge. Overall, the bridge appears to be in fair condition, with some deterioration noted to the concrete substructures. The author has ranked this bridge as being locally significant, due to the extensive alterations to the historic portions of the bridge, and the newer age of the main spans.

Citations

Build dates	Wabash Railroad Historical Society Archives
Railroad History Citation	ICC Valuation Information, Compiled by Richard S. Steele