Tobias Bridge

Information and Findings From DHPA Historic Bridge Survey

Statement of Significance

Only about a half-dozen structures remain in Indiana of this prolific in-state firm. This one retains most of its original members including its most unusual verticals as well as its latticed guardrails.

Architectural Description

The Indianapolis Bridge Company designed this double-intersection Pratt (Whipple) through truss still seated upon its original cut stone abutments and wingwalls. The 154' span has thirteen panels bounded by unusually light intermediate verticals fabricated from rectangular bars riveted to a ribbon plate between and reinforcing pin plates above and below. Cylindrical eyebars serve as diagonals; most are doubled; those from the four central pins carry turnbuckles. U-bolted to the lower pins, girder floor beams support a timber deck with a 13'9" roadway and 14'5" of vertical clearance.

In-Depth History

M. J. Tobias and his neighbors lobbied the commissioners in 1884 to build a proper bridge across Big Creek on the long-established road between Deputy in Jefferson county and Paris on the border with Jennings county. Tobias sweetened the request by offering to "donate stone in quarry sufficient to construct all the stone work necessary for the bridge." Indeed, Deputy had established quarries which shipped stone on the Jeffersonville, Madison, and Indianapolis Railroad. In June 1884, the commissioners approved specifications for a substructure that would ultimately include nearly one thousand cubic yards of limestone. In August, James Walker of Jennings county won the contract for the stonework. The board named James D. Robertson, who lived to the south of where the bridge would be built, to superintend construction. Once Walker started excavation, he found quick-sand at the site of the north abutment. The board consequently hired H. R. Weeks, "a competent civil engineer," to resurvey the site and in September accepted the proposal Weeks and Walker worked out to place the stonework on bedrock, a decision that substantially increased the amount of excavation and masonry required for the abutments. The stonework was officially completed by April 1885 at a total cost of $4,743.37 for Walker and $481.09 for Robertson's superintendence. With the stonework done, the commissioners received bids from thirteen bridge companies for the superstructure. The board allowed each company eight minutes "to explain their plans, specifications, and bids" before accepting Plan E of the Indianapolis Bridge Company priced at $16.34 per lineal foot. David Braden, a key agent for William B. Burford, stationers from Indianapolis who had just sold Jefferson county a number of blank books, doubled as the Indianapolis Bridge Company's "General Agent" and signed a contract for the bridge builder with the commissioners. The contract called "for a wrought iron truss bridge"--"double intersection"-- of 154 feet in extreme length with a 14-ft. roadway and "iron hub guards." It also addressed "wood work," which must have involved the riding surface and the floor joists or stringers, and "painting." In late June 1885, 58,000 pounds of iron superstructure arrived at the Deputy railroad station and within two weeks the span has been erected and accepted by the county. The company received $2,516.36 for its work. The double-intersection Pratt (Whipple) through trusses stand 21 ft. tall and are subdivided into thirteen panels (@11'11"). In addition to the rod hip hangers, the interior verticals were fabricated from rectangular bars riveted together with ribbon plate between and reinforcing pin plates above and below. Cylindrical eyebars--used mostly in pairs--provide the diagonals. All but the outer three panels on each end are countered with adjustable cylindrical rods. Decorated cast-iron pieces stiffen the latticed portal struts. U-bolted to the lower pins, girder floor-beams (@ 18") support the steel stringers (@5") which replaced the timber joists in 1898; in turn, the floor-beams and stringers carry the timber deck. The trusses are lined with latticed railings. The county included the Tobias Bridge in a list of eight contracted for repainting in November 1901.


In the century before the state highway commission built a parallel highway just to its west, the Tobias Bridge accommodated the main roadway traffic between Deputy and Paris. The bridge speaks to the importance of the crossing. Its remarkably large substructure testifies to the high- quality limestone available in the area and to master regional masons. The superstructure is also special in design, fabrication, and decoration as well as remarkable for retaining all of its original cast and wrought iron members and railings. Very few, indeed, of the Indianapolis Bridge Company's structures remain. The ribbon-lacing of the interior verticals is even more rare.

It retains most of its original members. [SHPO database}

Bridge Considered Historic By Survey: Yes