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| Name | KJRY Hamilton Slough Bridge Wabash Railroad Bridge #118 |
| Built By | Wabash Railroad Toledo, Peoria & Western Railway |
| Currently Owned By | Keokuk Junction Railway |
| Superstructure Contractor | Union Bridge Company of Athens, Pennsylvania |
| Substructure Contractor | Unknown |
| Length | 155 Feet Total |
| Width | 1 Track |
| Height Above Ground | 10 Feet (Estimated) |
| Superstructure Design | Pratt Through Truss |
| Substructure Design | Stone Masonry |
| Date Built | 1890 |
| Traffic Count | 2 Trains/Day (Estimated) |
| Current Status | In Use |
| Wabash Railroad Bridge Number | 118 |
| Significance | Regional Significance |
| Documentation Date | 6/16/2016 |
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. Between 1858 and 1863, the Illinois and Southern Iowa Railroad (I&SI) constructed 29 miles of railroad between Carthage, Illinois and Clayton, Illinois. At the same time, the Quincy and Toledo Railroad (Q&T) completed an additional 33 miles from Meredosia to Camp Point, Illinois; utilizing right-of-way that had been partially completed by the Northern Cross Railroad. All three railroads were consolidated into the Toledo, Wabash & Western Railway, which 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. This line was sold to the Wabash Eastern Railway, which promptly combined into the Wabash Railroad.
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. This line served as a branch line, connecting to the Toledo, Peoria & Western Railway at Carthage. The TP&W provided the Wabash with a connection to Hancock, Illinois; opposite the Mississippi River from Keokuk, Iowa. 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 1978, the line from Meredosia to Hancock would be abandoned. In 1982, the N&W would merge
with the Southern Railway to form Norfolk Southern Railway. Today,
Norfolk Southern operates a short spur of this line from Bluffs to Meredosia.
Located in Hamilton, this Pratt through truss bridge carries the former Wabash Railroad/Toledo, Peoria & Western Railway over Hamilton Slough near US Route 136. The first bridge at this location was likely a wooden trestle bridge. During the early 1890s, both the Wabash and the TP&W began to replace wooden structures with steel and stone bridges. In 1890, the Wabash Railroad constructed a 155-foot, 8-panel, pin-connected through Pratt truss at this location. The bridge would be set onto stone abutments, and utilize a light design, including lightly laced vertical members, a lattice portal with rounded heel bracing, and a light floor system. The bridge was fabricated by the Union Bridge Company, and it is believed that the substructures were constructed by an unknown contractor. Similar examples of this design were constructed throughout the Wabash and the TP&W systems. Pratt truss spans were arguably the most popular truss design in the late 19th Century, as the design was simple, economical and provided sufficient loading capacity. Since the initial construction of the bridge, the bridge has seen a number of repairs, including repairs to the connections, portal and lower chords. These repairs largely consist of strengthening with additional steel and high strength bolts. Overall, the bridge appears to be in fair condition, but is among the lighter railroad truss spans in service along the former TP&W. The author has ranked this bridge as being regionally significant, due to the truss design and older age.
Citations
| Build date | Wabash Railroad Historical Society Archives |
| Builder | Missing Union Bridge Company plaque |
| Railroad History Citation | ICC Valuation Information, Compiled by Richard S. Steele |