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| Name | Dixon Railroad Crossing Illinois Central Railroad Bridge #A-899.9 |
| Built By | Illinois Central Railroad |
| Currently Owned By | City of Dixon |
| Superstructure Contractor | Laing and Douglas Construction Company of Dixon, Illinois
Unknown (1921 Construction) |
| Design Engineer | Robert Finley Laing of Dixon, Illinois |
| Length | 16 Feet Total |
| Width | 1 Track |
| Height Above Ground | 20 Feet (Estimated) |
| Superstructure Design | Stone Arch and Concrete Slab |
| Substructure Design | Stone Masonry and Concrete |
| Date Built | 1851, Widened 1921 |
| Traffic Count | 0 Trains/Day (Bridge is Open to Pedestrian Traffic) |
| Current Status | Open to Pedestrian Traffic |
| Illinois Central Railroad Bridge Number | A-899.9 |
| Significance | Moderate Significance |
| Documentation Date | 3/27/2015 |
In 1851, the State of Illinois authorized the construction of a series of railroad lines, extending from Cairo, Illinois; located on the Ohio River, to the Mississippi River at East Dubuque, Illinois and to Chicago, Illinois. The State awarded the Illinois Central Railroad with the land necessary to construct the new lines. Surveys began in 1851, and the first segments were completed by 1853. From East Dubuque, the railroad would run west through Galena to Freeport; turning south and crossing the Illinois River at La Salle. The railroad then continued through Bloomington, Clinton, Decatur, Pana and Vandalia before reaching Centralia. At Centralia, the railroad met the branch line to Chicago, before continuing south to Cairo. The 341 miles of railroad from East Dubuque to Centralia would be completed in 1855, and the line would be completed to Cairo in 1856, providing the first main lines extending the length of Illinois. The IC continued to build other railroad lines throughout Illinois, mainly stemming from this line. By the 20th Century, the IC was a respected railroad, operating an extensive railroad network through the central United States.
During the late 20th Century, traffic on this line began to disappear. In 1972, the IC merged with the Gulf, Mobile & Ohio Railroad (GM&O) to form the Illinois Central Gulf (ICG). After the merger, this line became less important, as the GM&O had other parallel routes which were better built. In 1981, the line would be abandoned between Junction City (Centralia) and Assumption. In 1984, the line would be abandoned between Clinton and Maora, as well as between Heyworth and El Paso. Further portions of the line were abandoned in 1986, when the segment between Freeport and El Paso was abandoned. In 1985, the line from Freeport to East Dubuque was sold to the Chicago Central & Pacific Railroad (CC&P). In 1988, the ICG was reorganized as the Illinois Central Railroad (IC). In 1990, the segment between Decatur and Maora would be abandoned, and in 1993 the segment between Decatur and Assumption was sold to the Decatur Junction Railway (DT). In 1998, IC was purchased by the Canadian National Railway (CN). Today, much of the route is abandoned. CN operates a segment between Clinton and Heyworth and a small section in Decatur. DT continues to operate the line between Decatur and Assumption. In La Salle, a cement plant continues to own a short segment of railroad and the bridge across the Illinois River.
Located in Dixon, this bridge carries the former Illinois Central Railroad over a former industrial line of the Chicago & North Western Railway in Dixon. During the initial construction of the Illinois Central, stone arch spans were used where possible. This design provided a permanent construction, and allowed for the railroad to be constructed on a fill instead of a timber bridge. Throughout Dixon, a large fill would be constructed to cross three streets and the Rock River. In addition to these arches, a smaller arch was constructed to cross River Street. Robert F. Laing, a stonemason from Edinburgh, Scotland was hired to construct the bridges in Dixon. Laing formed the Laing and Douglas Construction Company, under which the construction on the bridges were completed. During the construction of the bridges, Laing relocated his family and business to Dixon, drawn by the charm of the town. Railroad records indicate that the bridges were completed in 1851, and the line was fully completed in 1855. The first train between Cairo and Galena ran in February 1855. The same year, the Galena & Chicago Union Railroad (G&CU) constructed a line underneath the bridge to serve industries along the Rock River. The G&CU later became part of the Chicago & North Western Railway (C&NW) Railway.
This bridge consists of a single 16-foot circular stone arch span, set onto stone masonry substructures. In 1921, the bridge was extended on the west face, and new concrete substructures constructed. The bridge was constructed of native stone, quarried in Dixon. Typical of early Illinois Central arches, the structure uses a semicircular arch and rounded wing walls, which are integral to the abutments of the structure. No mortar was used in the initial construction, although the bridge was tuck-pointed in the early 20th Century. Stone arch spans became popular with railroads throughout the United States, as they were durable and easy to construct. This arch, along with several other Illinois Central arches through the state are among the oldest remaining railroad bridges in Illinois. The C&NW constructed a cutoff around Dixon in the late 1880s, and the line through downtown Dixon became industrial trackage. The C&NW abandoned the line underneath in the late 1970s or early 1980s. The bridge was reused as part of a pedestrian trail in 2024. 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 age and example of an early railroad structure in Illinois.
Citations
| Builder and build date | National Register of Historic Places nomination |
| Build date (extension) | Illinois Central Railroad Springfield Division 1944 Track Profile |
| Railroad History Citation | ICC Valuation Information, Compiled by Richard S. Steele |