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| Name | CN North Aurora Road Bridge Elgin, Joliet & Eastern Railway Bridge #158 |
| Built By | Elgin, Joliet & Eastern Railway |
| Currently Owned By | Canadian National Railway |
| Superstructure Contractor | American Bridge Company of New York |
| Substructure Contractor | Newkirk & Powers Construction Company of Joliet, Illinois |
| Length | 40 Feet Total |
| Width | 2 Tracks |
| Height Above Ground | 14 Feet 0 Inches |
| Superstructure Design | Through Plate Girder |
| Substructure Design | Concrete |
| Date Built | 1912 |
| Traffic Count | 25 Trains/Day (Estimated) |
| Current Status | In Use |
| Elgin, Joliet & Eastern Railway Bridge Number | 158 |
| Canadian National Railway Bridge Number | 21.59 |
| Significance | Local Significance |
| Documentation Date | 2/22/2025 |
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 near the former station of Eola, this through plate girder bridge carries the former Elgin, Joliet & Eastern Railway over North Aurora Road on the west side of Naperville. It is unknown if there was a previous bridge at this location. In 1912, the current bridge would be constructed to cross a gravel road, which later was paved and became a major east-west arterial roadway in the area. The bridge consists of a double track 40-foot through plate girder span, set onto concrete substructures. The superstructure uses a typical design for the era, including heavily constructed girders, a floor constructed of parallel I-beams covered by sheet metal and rounded girder ends. American Bridge Company fabricated the superstructure, while the substructure was constructed by the Newkirk & Powers Construction Company, which did a fair amount of concrete work for the EJ&E. Through girder spans were among the most popular designs for railroads, as they were durable and easy to construct. Since the initial construction, the bridge ha seen few if any alterations. Overall, the bridge appears to be in fair to poor condition, with extensive deterioration noted to the concrete. Due to the restricted vertical and horizontal clearances, this bridge is scheduled to be replaced in late 2025 or early 2026. The author has ranked the bridge as being locally significant, due to the common design.
Citations
| Build date and builder (substructure) | Date stamp |
| Builder (superstructure) | Missing American Bridge Company plaque |
| Railroad History Citation | ICC Valuation Information, Compiled by Richard S. Steele |