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| Name | IV East Fork Nettle Creek Bridge |
| Built By | Chicago, Ottawa & Peoria Railway |
| Currently Owned By | City of Morris |
| Superstructure Contractor | Unknown |
| Substructure Contractor | Unknown |
| Length | 45 Feet Total |
| Width | 1 Track |
| Height Above Ground | 20 Feet (Estimated) |
| Superstructure Design | Deck Plate Girder |
| Substructure Design | Concrete |
| Date Built | 1910 |
| Traffic Count | 0 Trains/Day (Bridge is Open to Pedestrian Traffic) |
| Current Status | Open to Pedestrian Traffic |
| Significance | Moderate Significance |
| Documentation Date | 2/22/2025 |
In the late 19th Century, electric interurban railways became popular
throughout the United States, particularly in suburban and rural areas.
In rural areas, the interurban represented a reliable form of
transportation, independent of the steam railroads. The Illinois Valley Traction Company constructed 24 miles of interurban railroad, extending from Ottawa, Illinois to Ladd, Illinois in 1902. In 1903, the Ottawa Marseilles & Morris River Railway constructed seven miles between Ottawa and Marseilles. The two railroads were reorganized as the Illinois Valley Railway Company (IVR) in 1904, which constructed 15 additional miles to Princeton in 1905 and 5 miles from Marseilles to Seneca in 1906. An additional four miles to Spring Valley were completed in 1907. In 1907, the IVR was leased to the Chicago, Ottawa & Peoria Railway, which continued to expand the system. In 1909, an extension from Ottawa to Streator was constructed; followed by an extension from Seneca to Morris the following year. By 1912, the line would be completed to Joliet, giving the system a total length of 107 miles.
In 1922, the railroad would become part of the Illinois Traction System (ITC), a large network of interurban lines throughout central Illinois. The former CO&P would become known as the Illinois Valley Division. The ITC sought the railroad as a way to connect the system with Chicago. Proposals were mulled, including extending the Streator Line south to Bloomington. During the 1920s, interurbans throughout the United States became obsolete with the advent of the personal automobile. The Spring Valley to Ladd branch was abandoned in 1923, followed by the Streator Branch in 1928 and the DePue to Princeton section in 1929. The entire system would be shut down and removed in 1934. Today, traces of the system can be found in the form of grading and bridge piers.
Located on the west side of Morris, this small deck girder bridge once carried the Chicago, Ottawa & Peoria Railway over the East Fork of Nettle Creek. It is believed that this bridge was constructed in 1910, when the line was extended from Seneca to Morris. The bridge consists of a 45-foot deck plate girder span, set onto large concrete abutments. The superstructure uses a typical design, including a light girder with light bracings. In addition, the superstructure runs at a moderate skew. It is currently unknown what contractor fabricated the superstructure, or what contractor constructed the concrete abutments. This type of bridge was commonly used by railroads, as it was durable and easy to construct. After the abandonment of the interurban, the bridge was acquired by the City of Morris, the ties removed and a metal deck added for pedestrian use. Currently, the bridge continues to serve as a pedestrian crossing, connecting Benton Street and Hazel Street. Overall, the bridge appears to be in fair to good condition, with no significant deterioration noted. The author has ranked this bridge as being moderately significant, as it is one of the few remaining portions of the former CO&P.
Citations
| Build date | Extension of line from Seneca to Morris |
| Railroad History Citation | ICC Valuation Information, Compiled by Richard S. Steele |