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| Name | Wauponsee Glacial Trail - Forked Creek Bridge Wabash Railroad Bridge #1141 |
| Built By | Wabash Railroad |
| Currently Owned By | Forest Preserve District of Will County |
| Superstructure Contractor | American Bridge Company of New York |
| Substructure Contractor | Unknown |
| Length | 150 Feet Total, 100 Foot Largest Span |
| Width | 1 Track |
| Height Above Ground | 15 Feet (Estimated) |
| Superstructure Design | Deck Plate Girder |
| Substructure Design | Stone Masonry |
| Date Built | 1908 |
| Traffic Count | 0 Trains/Day (Bridge is Open to Pedestrian Traffic) |
| Current Status | Open to Pedestrian Traffic |
| Wabash Railroad Bridge Number | 1141 |
| Norfolk Southern Railway Bridge Number | 53.11 |
| Significance | Local Significance |
| Documentation Date | 3/12/2022 |
In 1874, the Chicago and Paducah Railroad (C&P) completed 97 miles of new railroad, extending from Fairbury, Illinois south to Altamont, Illinois. In 1876, a branch line would be constructed from Shumway, Illinois to Effingham, Illinois. In 1879, the Chicago and Strawn Railway (C&S) constructed an additional 91 miles, extending from Strawn to Chicago, Illinois. In 1884, the original line between Fairbury and Strawn would be abandoned in favor of the new route. At Chicago, the railroad entered near Forest Park, ending at Auburn Park Junction. The two railroads were combined into the Wabash, St. Louis and Pacific Railway (WStL&P). This railroad entered bankruptcy in 1886, and was partitioned and sold in 1889. In Illinois, the assets of the WStL&P were reorganized into the Wabash Eastern Railway Company of Illinois (WEI), which was promptly consolidated into the Wabash Railroad Company the same year. The Wabash Railroad was reorganized as the Wabash Railway in 1915.
The Wabash would become a respected railroad network in the Midwest, connecting Detroit with Kansas City. This line provided the Wabash with a direct connection to Chicago from the mainline across Illinois. By the 1930s, the southern portion of the line became unnecessary for the railroad. In 1934, the Shumway to Altamont segment would be abandoned, followed by the Sullivan to Effingham segment in 1938. 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. In 1977, the line between Bement and Sullivan would be abandoned. In 1990, the portion of the line from Strawn to Gibson City would be sold to the Bloomer Line Connecting Railroad (BLOL), a short line. The Wabash continued to exist on paper until 1991, when the railroad was formally merged into the Norfolk Southern. In 1991, NS decided to abandon the segment from Strawn to Manhattan, and sold the Manhattan to Chicago segment to the Regional Transportation Authority (RTA) for use as a commuter line. Today, Norfolk Southern continues to operate a portion of the Bloomington District between Bement and Gibson City, the BLOL continues to operate the Gibson City to Strawn segment, and Metra operates a commuter service between Manhattan and Chicago, known as the Southwest Service. Parts of the line in Will County have become part of the Wauponsee Glacial Trail.
Located near the former station of Ritchie northeast of Custer Park, this deck plate girder bridge carries the former Wabash Railroad over Forked Creek and Illinois Route 102. The first bridge at this location likely consisted of a timber pile trestle, constructed when the line was first built. In 1892, the bridge would be rebuilt with a new girder bridge, set onto stone substructures. This bridge reportedly consisted of two 75-foot deck plate girder spans, which were fabricated by the Detroit Bridge & Iron Works. In 1908, the bridge would be replaced by the current bridge, and the old girders reportedly reused at Hardin, Missouri. Currently, the bridge consists of one 50-foot and one 100-foot deck plate girder span, set onto stone substructures. It is believed that the substructures were replaced with new stone substructures in 1908 to accommodate the new bridge. The superstructure uses a standard design, with heavily constructed girders, which use a heavy internal bracing. American Bridge Company fabricated the superstructure, while an unknown company constructed the substructure. The use of stone in the 20th Century was unusual, and may indicate discrepancies in the history of this bridge. Deck plate girder spans were commonly used by railroads, as they were durable and easy to construct. Overall, the bridge appears to be in fair to good condition, with no significant deterioration noted. Currently, the bridge serves the Wauponsee Glacial Trail. The author has ranked this bridge as being locally significant, due to the common design.
Citations
| Build date | Wabash Railroad Historical Society Archives |
| Builder | Missing American Bridge Company plaque |
| Railroad History Citation | ICC Valuation Information, Compiled by Richard S. Steele |