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| Name | Virgil Gilman Trail - Fox River Bridge Elgin, Joliet & Eastern Railway Bridge #420 |
| Built By | Elgin, Joliet & Eastern Railway |
| Currently Owned By | Fox Valley Park District |
| Superstructure Contractor | Milwaukee Bridge & Iron Company of Milwaukee, Wisconsin |
| Substructure Contractor | Unknown |
| Length | 260 Feet, 130 Foot Spans |
| Width | 1 Track |
| Height Above Ground | 25 Feet (Estimated) |
| Superstructure Design | Pratt Through Truss |
| Substructure Design | Stone Masonry and Concrete |
| Date Built | 1897 |
| Traffic Count | 0 Trains/Day (Bridge is Open to Pedestrian Traffic) |
| Current Status | Open to Pedestrian Traffic |
| Elgin, Joliet & Eastern Railway Bridge Number | 420 |
| Significance | Regional Significance |
| Documentation Date | 1/25/2022; 2/20/2022 |
In 1886, the Joliet, Aurora & Northern Railroad (JA&N) constructed 22 miles of new railroad, extending from Joliet, Illinois to Aurora, Illinois. In 1887, the JA&N was purchased by the Elgin, Joliet & Eastern Railway (EJE), which constructed an additional line north from Normantown to Spaulding, near present day Bartlett. At the same time, the EJ&E constructed additional lines east to Gary, Indiana. The following year, the Waukegan & Southwestern Railway (W&SW) would further extend the line to Waukegan, before being merged into the EJ&E. The EJ&E formed an outer belt around Chicago, connecting to all railroads entering the city. In addition, the EJ&E served the numerous steel mills located along Lake Michigan. During the late 1890s, steel companies were utilizing vertical integration to streamline operations. The railroad would become a subsidiary of Illinois Steel in 1898, later becoming part of Federal Steel Company, and eventually United States Steel Corporation in 1901. Under US Steel, the EJ&E would retain its name. In 1900, the Griffith & Northern Railway (G&N) constructed an extension from Griffith to Gary, Indiana, before also becoming part of the EJ&E.
During the 20th Century, the line became a critical component of railroad infrastructure in the Chicago area. The line provided a bypass around Chicago, forming an important belt railroad. In addition, the railroad serviced numerous industries along the line. Between 1902 and 1911, portions of the line between Joliet and Gary would be double tracked. Throughout the 20th Century, traffic on the line began to decline, particularly as steel manufacturing began to slow down. The line between Wolfs and Aurora would be abandoned in 1976, followed by the portion between Normantown and Wolfs in 1985. In 1988, US Steel sold the EJ&E to Transtar, a holding company. The EJ&E was sold to the Canadian National Railway (CN) in 2009. Today, CN operates the Waukegan Subdivision between Waukegan and Leithton; the Leithton Subdivision between Leithton and Joliet, as well as the Matteson Subdivision between Joliet and Gary. The line serves as a critical part of the CN system, and has seen numerous upgrades since the CN purchase. The Virgil Gilman Nature Trail utilizes the former right-of-way in Aurora.
Located in Aurora, this large through truss bridge carries the former Elgin, Joliet & Eastern Railway across the Fox River. The first bridge at this location was constructed in 1886, and likely consisted of timber truss spans. The bridge would be replaced in 1897 by a new through truss span, set onto stone substructures and approached by a wooden trestle on the west end. The steel was constructed by the Milwaukee Bridge & Iron Company, which also fabricated a two span structure over the Mazon River for the EJ&E at the same time. This relatively obscure builder mainly constructed road bridges, but is known to have built a handful of railroad spans. Sidewalks were also constructed on the bridge, an unusual feature for a railroad structure. It is unknown if the stone substructures were reused from a previous bridge, or were constructed when this bridge was built. In the early 20th Century, the timber approach was filled, and a new concrete abutment constructed, giving the bridge its current configuration.
Currently, the bridge consists of two 130-foot, 5-panel, pin-connected Pratt through trusses, set onto a stone east abutment and pier, and a concrete west abutment. The truss spans utilize typical features for spans of the era, including laced members, light lower chords, and a light A-frame portal. The floor of the truss is comprised of two stringers, consisting of plate girders; with floorbeams spaced at the panels. Prior to abandonment for railroad use, the bridge was rehabilitated, and additional iron added to the lower connections. This U-shape reinforcement covers much of the original connection, although functions independently from the pin. Pratt trusses were the dominant design for railroad truss spans during the late 19th Century. This proven design minimized material costs, was easy to construct, and provided a simple and easy to maintain design. Since abandonment for railroad use, the bridge has been rehabilitated to carry the Virgil Gilman Nature Trail. The original sidewalks on the bridge have been mostly removed, although the brackets to hold the walkway remain in place. Overall, the bridge appears to be in fair to good condition, with no significant deterioration noted. The author has ranked the bridge as being regionally significant, due to the obscure builder and truss design.
Citations
| Builder and build date | Railway Age; August 20, 1897 |
| Railroad History Citation | ICC Valuation Information, Compiled by Richard S. Steele |