NS Forest Avenue Bridge (Decatur)


Click the photo to view the full-size version

1/18
Date Taken:
Author:
Caption:

Name NS Forest Avenue Bridge (Decatur)
Wabash Railroad Bridge #702F
Built By Wabash Railroad
Currently Owned By Norfolk Southern Railway
Superstructure Contractor Carmichael-Cryder Company of St. Louis, Missouri
Length 50 Feet Total, 17 Foot Main Spans
Width 2 Tracks
Height Above Ground 11 Feet 3 Inches
Superstructure Design Concrete Encased Beam and Concrete Slab
Substructure Design Concrete
Date Built 1927
Traffic Count 10 Trains/Day (Estimated)
Current Status In Use
Wabash Railroad Bridge Number 702F
Norfolk Southern Railway Bridge Number 377.41
Significance Local Significance
Documentation Date 10/21/2023

Between 1869 and 1870, the Decatur and East St. Louis Railroad (D&EStL) constructed 109 miles of new railroad, extending from Decatur, Illinois to East St. Louis, Illinois.  At East St. Louis, the railroad connected with several other railroads.  After completion in 1870, the railroad was merged into the Toledo, Wabash & Western Railway (TW&W), which had constructed and acquired a mainline extending from Toledo, Ohio to Hannibal, Missouri via Decatur.  The TW&W 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.  The line between Decatur and East St. Louis was sold to the Wabash Eastern Railway, which promptly was consolidated into the Wabash Railroad.

The Wabash would become a respected railroad network in the Midwest, connecting Detroit with Kansas City.  This line served as a principal mainline to St. Louis, where the line connected to another Wabash Line towards Kansas City.  Because of the heavy use, the line was double tracked between Decatur and East St. Louis between 1905 and 1914. The Wabash Railroad was reorganized as the Wabash Railway in 1915. 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 Brooklyn District between Decatur and East St. Louis.  Portions of the second track have been removed, primarily on the northern end of this line.


View an article discussing the reconstruction of this line

Located on the south side of Decatur, this concrete slab bridge carries the former Wabash Railroad over Forest Avenue. Prior to the construction of this bridge, a grade crossing existed at this location. Throughout the 1920s, the Wabash began to study improvements to this line, including constructing underpasses and reconstructing the St. Louis Bridge. In May 1926, contracts were awarded for the reconstruction of the St. Louis Bridge, rebuilding the underpass at Sunset Avenue and constructing two new underpasses at Forest Avenue and Decatur Avenue. Work on the project was began later that year, and substantially completed in 1927. As part of the work, a large embankment was constructed, and the project exceeded a cost of $850,000.

The bridge at Forest Avenue consists of two 17-foot concrete encased beams, approached by an 8-foot concrete slab span on either side. These spans are set onto concrete substructures, and the bridge was constructed for two tracks. Typical of concrete bridges from this era, the bridge uses decorative features in the piers. These piers consist of concrete columns, connected by angled beams at the top. As part of the construction, a temporary runaround trestle was built immediately west of the current bridge. It is believed that the slabs for the superstructure were constructed offsite, and were installed with minimal interruption to traffic. This type of bridge was popular for grade separations, as it was durable, easy to construct and offered some visually appealing features. Concrete encased beam spans allowed for stronger and longer spans, without requiring large amounts of steel. Since the initial construction, the bridge has seen little changes. Overall, the bridge appears to be in fair to good condition, with no significant deterioration noted. The author has ranked this bridge as being locally significant, due to the common design.


Citations

Builder and build date Engineering News-Record; Volume 99, Issue 12
Railroad History Citation ICC Valuation Information, Compiled by Richard S. Steele

Loading...