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My daughter,
Kate wanted me to put my name on this photos so here it is
She just loves this photo HAD TO PUT ORIGINAL PHOTO HERE
OTHER ONE W/NAME WOULDN'T SHOW UP. |

Don't forget to
click on link above & go see what happens on Galesburg
Railroad Days. We never miss it. If you have any
contributions you would like to make to this Railroad
page for Knox county be sure to
email me. all contributions, comments,
corrections will be greatly appreciated.
Thanks for
stopping by. Photos of trains throughout this of today's
times and other times with more to come.
December 12th,
2007~~~ have added new Fulton Co Gauge RR passes
contributed by Steve. scroll down to see them. this page
is getting long long with the contributions plus my own.
might have to see about making it into two pages. Thanks
Wayne & Steve for your Contributions. anyone else have
any RR memorial they would like to add here be sure to
email me. Thanks so much guys. I'm also an enthusiast.
This information was
contributed by Wayne Marschinke Esq.,
Thanks, Wayne for
your contribution.
Note from Wayne:
This was
something I found in my Grandfathers things. He was the
chief dispatcher for the Chicago & North Western in
Chicago when he retired in 1956. He was born in London
Mills & lived in Delong for many years. they were NOT
written by L. P. Gillum (my grandfather) I do not know
who wrote it, there are initials at the end. He was a
historian of sorts when it came to railroading. The
picture was not with it, I remembered it being in a
group of photos of trains that he kept in cigar boxes so
I found it & included it.
THE FULTON COUNTY
NARROW GAUGE RY
THE FULTON COUNTY
EXTENSION R. R.
The Springfield & Northwestern Railroad (with
slight changes the present C. & I.M.Ry)-Formerly C.P.&
St. L. Ry, was built from Springfield IL to Havana in
1873. The next year some grading was done in an effort
to extend it to Lewistown, a move on the part of Havana
to secure the trade of Fulton County, but lack of funds
prevented this being done, and a part of the old
embankment can be seen to the west of Havana. On Sept.
25th 1879, Lewistown capital initiated
the ?? with a stock subscription of
$100,000. The old Lewistown right of way was taken over,
and a narrow gauge track (3 feet) was laid in the fall
of 1878. In the spring of 1879 a new line was graded and
more track laid north of Lewistown, and by the end of
that year it had been completed as far as Fairview-29.59
miles- and train service was established. The greater
part of construction was done by Hall and Willcoxen—the
former being financed by the “Burlington”. The average
cost of construction was below $3,000. per mile, which
will account for the very devious course followed by the
line. The line from Fairview to Galesburg-Incorporated
as the Fulton County Extension Railway May 27th
1881 was finished August 20th 1882 and from
that date operated under lease by the Fulton County
Narrow Gauge Railroad.
The first President of the Road was Edw. Harris
of Lewistown and he was followed by Henry Phelps. The
first Vice President was Mr. I. M. Hummell and followed
by the first Secy W.J. Dyckes and Moses Turner the First
Treasurer. The Board of Directors from 1878 to 1884 was
composed of D.A. Burget, Oliver Rice, J.A. Gray, I.
C.Worley, W. G. Swartz, I.M. Hummell, J.C. Willcoxen,
Henry Phelps and Judge Shopo. This board issued a small
pamphlet in soliciting funds and promoting the sales of
stock. A quotation from which reveals “this railroad
will be built for agricultural purposes in the richest
farming tract in this region-(this would indicate the
line preceded the mines rather than the reverse which
is the common notion) and a Narrow Gauge should be built
because we can do so for less money and the running
expense will be nominal”, and the line thrived and did a
great business, having connections with the C.B.& Q. at
Lewistown and Galesburg. The Iowa Central at London
Mills and the T. P.& W. at Cuba and had coal mines at
Ellisville- Parrville- Fiatt and Cuba, the most of the
coal moving the north to Galesburg. Much stock and grain
was moved from Fairview-Burnside Crossing-DeLong and
Livingston.
The construction of this railroad represented
an interesting type peculiar to the feverish railroad
building era of 1875-1895. Like most roads of the time
it followed the topography of the country almost
completely, distance was of no great objection, and as a
result a devious route was built. A hasty geographic
survey may be of interest, and the distances shown are
approximate.
The course out of Galesburg was 0.8 mile SE
thence 1.75 mile south. Thence 2.0 miles SE thence 1.85
mile east to the old station of Livingston, on the
Township line between section 6-Orange and section 1 of
Cedar. Thence 4.0 miles south to the station of DeLong
in SW ¼ section 29 of Orange. This portion from
Galesburg to DeLong lies in a moderate plateau with a
drop of 120 feet. From DeLong the course is in a general
southeasterly direction, winding into very rough and
hilly country especially at Hormon Creek in section 9 of
Chestnut Twp. And from there is still winding in
variable directions south-east-south and then southwest
to London Mills at mile 56.19? The county
line between Knox and Fulton County lies 860 yards to
the north of the Spoon River Bridge. The grade shows a
drop of 112 feet from DeLong to London
Mills. Almost due south in Spoon River Valley lies the
old site of Oak Mound station (Mayton P.O.) as the south
line of section 16 in Young Hickory Twp, thence 0.8 mile
to a steep wooded hill, elevation 60 feet, winding
around this hill 1 mile, thence a very sharp curve SE ½
mile to Ellisville station passing two mines directly
west of the station. The road from here winds in an
easterly direction to Parrville at mile post 27. A
spur road off to the east along the north
bank of Coal creek to two mines. Thence east-southeast
to Fairview 2.5 miles on a very steep grade that raises
to 135 feet. From Fairview the road is on a level
plateau to Bybee station on section line between 8 and 9
Joshua Twp. Near Bybee on the north across Turkey Creek
was the longest trestle in the entire line-900 feet long
and at least 90 feet to the bed of the stream. From
Bybee south the road is mostly winding, with very rough
country at Lost Grove creek, thence upgrade into Fiatt
mile 34.9. A spur track loads from here to the Sellers
mine 0.4 mile to the cast. From Fiatt the general
direction was south-southeast to Cuba at mile post
40.2. The old station site of Putnam was 2 miles south
of Fiatt—the grade dropped 117 feet in this distance,
and from Put Creek into Cuba an upgrade of 125 feet in
2.6 miles. From a point just north of Cuba, a spur track
was built in 1887 to the mines 3 miles, and when the
road was changed to standard gauge this spur was taken
over by the T.P.& W, and later abandoned by them in
1908. The section from Cuba to Lewistown runs thru the
roughest part of the country transverse by the road, as
a result the track is most winding, every point of the
compass being represented, although the general
direction of south-southeast to Lewistown, with a drop
of 165 feet in the 4 miles from Cuba to Phillips station
(Ida P.O.) and thence a raise of 75 feet to the
Lewistown platoon. One mile south of Cuba an old spur
track leads off to the east to an old abandoned shaft,
and immediately north of Lewistown another spur to an
old shaft, that is now used by the CB& Q as a part of
their wyo track. From Lewistown to Sopo
the drop in grade is 148 feet in the 5 miles, at this
point the road comes out on to the flood plain of the
Illinois River and from here extends south east and west
to West Havana. Two miles west of West Havana the line
crosses the Spoon River, the second time in the 80 mile
route. The station established at Sopo marked the death
of the old village of Waterford, 1 mile southeast on
Spoon River, and the station of West Havana was known as
Point Isabel from 1865 until 1880. The line at one time
crossed the River into Havana, but due to the piers
being condemned by the Govt. Engineers, the road made
its terminus up the river about ½ mile at the wagon
bridge across the river and called it West Havana.
The rolling stock of the line consisted of
stock-box-flat and coal cars, two way cars, one
exclusive merchandise box car, 4 coaches, 1 pile driver
and 3 camp cars, 5 Locomotives classified as follows: No
1 and 4-Baldwin 4-4-0 with 41 inch drivers-separate
tenders and weighed 37000 and 28000 each; No 2-Brooks
and No 3-Baldwin were 2-6-0 types with separate tenders;
No 5 Brocks 4-5-0, purchased from the Denver Utah &
Pacific, this was the heaviest engine on the line and
weighed approximately 65000 pounds. The CB&Q made into
standard gauge the lines of the Burlington and Western
and the Burlington and Northwestern—in Iowa, and shipped
three of the engines from those lines to Galesburg for
use on the F.C.N.G.—these engines were all 4-4-0
numbered 44-66 and 100. The 44 being the lightest and
weighed ??? pounds and was useless with
over 3 (5)? cars on account of the very
high driving wheels 56 inches. The 66 being a much
larger engine and a greater rigid wheel base caused lots
of trouble by climbing the rails at switches on account
of the short turn outs. A number of various kinds of
cars were brought along with these engines and used on
the line.
Water was obtained at Galesburg, Brush Creek-2
miles south of DeLong, Ellisville-Cuba and Lewistown,
and at the time the road was converted to standard gauge
the following stations were
agencies. Galesburg-DeLong-Ellisville-London
Mills-Fairview-Fiatt-Cuba-Lewistown and West Havana. The
agency at DeLong being the last station until
1899, and from 1930 operated as a part time station in
conjunction with London Mills. All Fulton County Narrow
Gauge employees were retained by the Burlington when the
road was converted into standard gauge on October 20th
1905. The change taking place on Sunday and was
completed in 8 hours from Galesburg to Lewistown. The
portion into West Havana was not changed until the next
year. Train service men in the change included J. W.
O’Donnell and Steve Pratt-Conductors; Brakemen Evans,
Camper and Mulqueeney; Engineers Young and Ekstrand; and
Firemen Young and Camper—Bridge foreman James Ashbaugh-
Roadmaster Newton Wilson-Master Mechanic Thomas
Snowbell; Agents Duncan-Reed-Steffen
Elkstrand-Reichardt, Wheat, and the following
officers—T.M. Stuart, President; M.C. Atwood; VP&GM; and
J.W. Westblade Auditor and Secty.
At the present time 1934, only Fulton County
employee remains on the line—Chas. Ekstrand, Agent at
Fairview IL.
At no time in the operation of the line as
Narrow Gauge did they have a fatal wreck. A brakeman was
killed at Cuba in making couplings and an elderly lady
at Galesburg who was picking up coal alongside the
track. The track was laid with 32 pound rails, later
changed in 1900 to 56 pound steel and later on after
standardized, with 85 pound steel which was in use when
the north portion from Galesburg to Fairview was
abandoned and torn up.
Passenger conductor J. W. O’Donnell was at one
time the engineer and was badly scalded when an engine
tipped over pinning him down, and he then exchanged
places with the conductor N.K. Young, and they remained
in that position until both were retired by the CB&Q
when reaching 70 years of age. Prior to the time the
road was made into a standard gauge, it was practically
re-built, for the heavier equipment and many thousands
of new ties were laid-bridges rebuilt-others filled
in. Bridge gangs housed in standard gauge cars on Narrow
Gauge trucks were a queer sight.
A brief history of acquisition of the line, as
furnished by outside sources may be of particular
interest, along with a brief outline of the financing of
the FCNG and FCERy; -- it is to be understood the line
was widened Oct 20th 1905 and was operated by
the FCNG until on Dec 31st 1905. On Jany 1st
1906 the entire line was leased to the CB&Q and operated
by them until they acquired ownership thereto by sale on
Dec 1st 1908.
Records indicate that both companies financed
the construction of their respective roads, i.e.
F.C.N.G. and F.C. Extension Ry, thru the issuance of
their securities to Mallory, the contractor, who in turn
was financed by the CB&Q. At date of sale to the CB&Q,
the latter held all the outstanding capital stock of the
F.C.N.G. Ry of a par value of $25. with the exception of
$1625. The Fulton County Extension Railway that was
incorporated May 27th 1881 under the general
laws of Illinois and ……………………. In all its
financial dealings and investments were recorded in the
books of the Fulton County Narrow Gauge Ry. The Company issued a par value of $260,000 of its
capital stock for $65,225. …….discount of $195,675.
which discount was charged to investment and equipment
on the books of the FCNG Ry. The former road also issued
$313,000. of its first mortgage bonds 7% for a sum of
$281,700. cash or at a discount of $31.300. which
discount was in like manner charged to equipment and
road, on the books of the FCNG Ry. This total discount
of $226,975. together with cash outlay of $314,157.10
represented cost of construction of the line from
Fairview to Galesburg 28 miles, as entered
on the books of the Fulton County Narrow Gauge Railway
Company.
When the FCNG purchased the FCERy, it charged a
par value $260,900. of its own capital stock for an
equal par value of capital stock of the latter company
outstanding and assumed liability represented by
$313,000. of per value of the latters first mortgage, 75
bonds outstanding, but made no further entice in its
investment in road and equipment account in the way of
adjusting the difference between this purchase price
of $575,900. and the original entries showing total cost
$541,132.10 as noted above.
The Fulton County Narrow Gauge Railway Company
in addition to the $260,900. per value of its capital
stock issued in part payment the property of the Fulton
County Extension Railway Company, issued an additional
par value of its capital stock ($371,875.) for the
following considerations:
|
CASH DISCOUNT
$169,555.64…………………… |
$152,856.96 |
| CONSTRUCTION OF PROPERTY |
962.50 |
| BONDS OF LEWISTOWN TWP-Par Value………… |
48,000.00 |
| Total Discount #169,554.64…………………………… |
$202,319.36 |
It thus had $632,775.00 par value of capital
stock outstanding at demise of the company of which
$631,150.00 was held by the CB&Q RR.
The company issued a par value of $171,000. of
its first mortgage 7% bonds for $153,900.cash or at a
discount of $17,100. The total discount of $185,655.64
incurred in the issuance of its stock and bonds,
together with an additional $1100. representing loss
incurred in the disposal of the township bonds at less
than cost, was charged to the account for investment in
road and equipment. It also issued a par value of
$74,809.83 in short term notes of which $25,500. were
for cash, $4000. for equipment, and $44,309.83 were
given to the CB&Q in settlements for current bills. Of
the total issued--$44,309.83 were outstanding at the
demise of the company. ALL THE DEBT outstanding at
demise, consisting of $171,000. of its bonds, $313,000.
of funded debt assumed, and $44,309.83 of short term
notes were held by the C.B.& Q.R.R.
When the CB&Q acquired the 59.3 miles of
railroad owned by the Fulton County Narrow Gauge
Company, on December 1, 1906, the records show the cost
of acquisition as follows:
OUTLAY IN INVESTMENT SECURITIES OWNED, CONSISTING OF
$681,150. per value of capital stock and $484,000. per
value of bonds---($171,000. of the FCNGRy and $313,000.
of the FCERy) acquired for $1258.50 in cash and
$628,900.55 in advances to the contractor, and cancelled
after taking title to the property at recorded cost as
follows.
|
$630,159.05—short term notes
assumed |
$44,309.83 |
| Current liabilities assumed |
132,827.92 |
| TOTAL |
807,296.80 |
| Less Current assets taken over at
recorded value |
81,405.24 |
| NET COST |
$725,891.56 |
On August 25th 1933,
the CB&Q applied for permission to abandon that portion
of the Fulton County Branch of the former Fulton County
Narrow Gauge, extending from a point on their main line
near Galesburg to Fairview 28.83 miles. The application
was submitted to the I.C.C. April 23rd 1934
and decided on May 22nd 1934. Walter
McFarland, W.B. Jones and Bruce Scott appearing for the
applicant and F.W. Rico and ?.W. Baxter
for the protestants—the hearing was heard by
commissioners ?loyer, Porter and Mahaffie
and train service was abandoned on August 22nd
1934. Actual work of tearing up the rails etc did not
start until about Dec 1st and was carried out
without interruption and was finished about Jan 31st
1935. The work of demolition was most complete, leaving
nothing to show that a railroad had ever transversed
that portion of right of way.
The station at Ellisville had
long ago been torn down. The station at London Mills
consisted of two box cars off trucks placed end to end,
a small shed at Burnside served as a shelter, and the
depot at DeLong sold to a party in Galesburg for $25.,
torn down and moved to Galesburg.
The last train to operate over
the branch (No 1 and 2) consisted of Engine 659 class E2
4-6-0 Conductor David Sands and Engr Dempsey as rendered
in the report leads the writer to the conclusion that
the entire proceedings of abandonment were carried out
through many false statements-- of which most roads use
in order to make the situation look much worse than they
really are. A hasty inspection trip made by the writer
disclosed many ties in service that were used by the
Narrow Gauge, and only a few of the ties that had been
placed by the CB&Q were in very poor condition—their
statement to the effect that it would mean a 60% removal
of ties to put the road in any kind of shape for
service, the 52 pound rails mentioned in the report were
all in side track use, and all of the main line rail was
of 80-85 and 90 pound type.
Thus ended a railroad that
started operation 83 years ago and made money for the
owners, while the big brother, the CB& Q after milking
it dry, threw it back to the people who had patronized
it all those years and many are the rumors that the
Assistant commissioner of the State of Illinois, who
conducted the hearing was fully recompensed by the CB&Q
for his recommendation that the line be abandoned.
FRR*M*HN- June 28, 1935
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on back says: last trip
thro
train No 1, Engine No 650
Aug. 22, 1936
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You may click on
the photo for a larger view.
Note from Wayne: These were type written pages that my
grandfather had in his railroad stuff so they are not
from a book that I know of. The scans are not much
better than the originals but I will do my best. The
initials at the end must be the person or people writing
it. I do not believe my GF wrote it because he would
have had his name on it. He must have gotten it from
someone else. The date written is 1935, a long time ago
so the authors are likely gone now. The picture was not
with it, I remembered it being in a group of photos of
trains that he kept in cigar boxes so I found it &
included it. Thanks so much Wayne for the contribution.
I know train lovers will love it.
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From History books on Knox County, IL.
Late 1800's.
Railroads
Six
companies own the railroads in Knox County. To the Chicago,
Burlington and Quincy Company belongs a line running from
Galesburg towards Chicago, originally built by the Central
Military Tract Company, crossing the northern line of the
county five miles from its nor eastern corner; the line from
Galesburg to Quincy, crossing the southern line of the
county at St. Augustine, first built by the Northern Cross
Railroad Company; the lines built by the Peoria and Oquawka
Railroad Company from Galesburg towards Burlington and
towards Peoria, crossing the eastern line of the county
between Yates City and Elmwood; the line running south from
Yates City, built by the company itself under the
Jacksonville and Savannah charter; the line built by the
Rockford, rock Island and the St. Louis Company in 1870,
crossing the northern and western lines for the county in
Rio Township;/ and the line from Galesburg to Rio, which the
company built in 1886.
The
main line of the Atchison, Topeka and Santa Fe Railroad
(running into Chicago), built in 1887, crosses the county
from east to west, passing through Galesburg and through the
central tier of townships.
The
Iowa Central, entering the county in Cedar Township, tow
miles west of Abingdon, and running through the city of that
name, as well as Indian Point and Chestnut Townships. and
crossing the southern line of the county at London Mills,
was built in 1880 by the Peoria and Farmington Railroad
Company.
The Fulton
County Narrow Gauge Railroad, from Galesburg to the Illinois
River at Havanna, Crossing the corner of Cedar Township; and
running through the townships of Orange and Chestnut, and
leaving the county at London Mills, was built in 1882.
| The below are scanned images of original
Passes used at one time on the Fulton County Narrow Gauge
Railroad when a passenger was riding the train. They were
emailed to me from a descendant of the name on the pass.
He is also looking for information or relatives of Mr.
John A. Westblade. I made them as thumbnails if you click
on the photo below it open in it's own window with a
larger view. Although I can read these ones very well
myself for a change. Well, now throws my page off center
just a tad with have to deal with this later. but wanted
to get these online for other Railroad people to be able
to enjoy if you would like to contact Steve feel free to
email me. I will forward it along to him. Thanks so much
for these wonderful passes and in such Mint Condition ta
boot.
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Front of Pass ~ 1900~ 1898 ~ 1897~ |
Back of Pass signed by Mrs. J. A.
Westblade |
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The Galesburg
and the Great Eastern Railroad was built in 1894, from
Wataga to the coal mines in the southeastern part of Copley
Township; and in 1898, a branch was built, extending the
line into the village of Victoria.
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All photos
taken in Victoria February 10, 2006
by
Foxie
the Station
is still standing and was painted
last summer
by the youth
group of the
Methodist
Church in Victoria & Maxey Chapel |
The Rock Island
and Peoria Railroad enters and leaves the township of Lynn,
a mile and a half from the northwestern corner of the
county.
Atchison, Topeka and Santa Fe Railroad
The
Atchison, Topeka and Santa Fe Railroad company had traversed
the country from the Missouri river to the Pacific with its
trunk line and branches, its vast system centering and
terminating at Kansas City. It became apparent that
its great volume of business demanded an outlet of its own
to Chicago. For two or three years it was known that the
engineers of that company were employed, at intervals of
relief from other duty, in unostentatiously making surveys,
and it was presumed that its officers might be in possession
of knowledge that might materially assist in prompt
selection of a route when the time for action came.
In the
summer of 1885, it was understood in Galesburg that the
construction had been determined upon and that surveys were
in progress, looking to a definite location.
A
straight line from Kansas City to Chicago would run close to
Fort Madison and Galesburg, and avoid the crossing of the
Illinois River, passing close to the great Hennepin Bend. It
seemed that Galesburg might reasonably expect to be a point
on the best and most available line.
Correspondence was opened and interviews had by Colonel Carr
with Mr. Strong, the President of the road. The policy of
the company was declared to be to secure the best possible
line for through traffic; local traffic to be a minor
consideration. The most direct line with low grades to be
obtained, without an unwarranted expense, was to be sought
and adopted. It was agreed that the situation and the
importance of Galesburg was likely to secure it a place in
the line. Assurances were asked for and given that the
citizens of that place would assist in exerting an influence
friendly to the road and in procuring the right of way.
The
result of surveys fixed the Mississippi crossing at Fort
Madison, but showed the country northeast of Galesburg, on
the direct line, impracticable in view of the low grade
determined upon.
A route
most nearly fulfilling the conditions of distance, grad and
cost, ran north of the nearly parallel with the he line of
the Chicago Burlington and Quincy road, which was from
sixteen to eighteen miles shorter than the line as it now
runs. The purchase of the Hinckley road, covering more than
one-third the distance from Fort Madison to Chicago, made a
more southern route, crossing the Illinois River, a
necessity. At no point can the valley of that stream be
directly crossed without great difficulty in reaching the
upland, on one side or the other.
After
much time given to thorough surveys, Chillicothe was
selected as the most available point. This threw Galesburg
off the direct line between the rivers, and in September the
confident expectations of the people of that place were
dashed by information given to Colonel Carr by Mr. Strong
that the road could not come there. Mr. Strong said
that Mr. Robinson, the chief engineer, had found a route
twelve miles south of Galesburg, which was three miles
shorter and not more expensive in the construction.
Expressing his personal sympathies and regrets, he believed
Galesburg would be taken care of, would be provided with a
branch after the building of the main line, and he hoped the
company would still enjoy the good will and assistance of
the citizens. It was, apparently, a final blow, but after
consulting with mar. Gales, it was determined to make and
effort to bring pressure to bear on Mr. Robinson. Writing to
Mr. Strong, Colonel Carr insisted that a road crossing the
county witch avoided every town in it could have nor friends
and could expect no local business; that its construction
would be a menace to, and earn the hostility of, Galesburg.
The road could not afford to lose the business and the
friendship of the city, whose population was rapidly
increasing and already included one-third of the whole
county of which it was the center of influence. In strongest
terms he urged that Mr. Robinson should visit Galesburg, and
make a personal examination of the situation, the knowledge
of which he possessed only thorough reports of subordinates
and f4rom maps and profile drawings.
He
said: "Is it not possible that your splendid engineer
has heretofore built through an unsettled county? I fear he
does not appreciate the difference between a new country
where centers of business are to be created by the railroad,
and one where the centers are already established." Colonel
Carr further appealed for assistance to, and received
assurance of sympathy from, officers of the road, his
personal friends, George R. Peck, General Solicitor; C. W.
Smith, Traffic Manager, and J. E. Frost. Land Commissioner.
A visit from Mr. Robinson was promised, and on December 04,
he came to Galesburg. He was able to appreciate the
appearance of its population, business and thrift, and
withal the unexpected and extraordinary opportunity afforded
by the Cedar Fork Valley for a cheap and direct route
through the very heart of the city. He promised to report
the situation to the Directors, and held out the
encouragement that a decision in favor of Galesburg would be
rendered, but only on condition that the necessary depot
grounds and right of way through the city should be donated
by the municipality or private owners. He added that it
would be impossible for the company to form any reliable
estimate of their cost, and said that in any case there
would be a further addition to the outlay necessary for the
construction and future operation of the longer line.
A
committee had previously been appointed to look after the
interest of the city with the Atchison, Topeka and Santa Fe
Company, at a meeting in the rooms of the Galesburg Club,
Mayor Foote presiding. W. S. Gale, Clark. E. Carr, E. P.
Williams, J. T. McKnight, and A. C. Clay composed the
committee. At their call, a large audience assembled in the
Princess Rink, then the largest hall in the city, on
December 09, Mayor Foote Presided. The citizens were already
aroused and the object of the meeting well understood. Mr.
Gale, for the committee. sub mitted a full statement of the
correspondence with the officers of the road, and explained
the terms upon which a station on the line was practically
assured to the city. He urged that the citizens of Galesburg
should not forfeit the most favorable opportunity every
presented. and probably the last to be offered, to secure
that for which they had so soon hoped and labored in vain, a
good railroad, fairly competing with the one line on which
the city then depended. After addresses from several
prominent citizens a series of resolutions were adopted,
presented by D. H. Frisbee, calling on the citizens to
provide the means required, and on the City council to
render all necessary aid possible by ordinances, or other
wise. A canvassing committee was appointed, by whom
subscription papers were prepared and actively circulated,
the subscriptions being liberal and promptly made.
In the
meantime, the line as located interfered, more than had been
expected, with valuable improvements, and was evidently to
be more expensive than had been contemplated. It was feared
that the load, would prove to heavy to be carried as the
money must all be raised by private, voluntary
subscriptions, no hope for return being offered the
subscribers except through the general improvement of the
city.
On
December 17, the committee informed Mr. Robinson that they
would be able to give the company a written guarentee,
executed by responsible men, that upon the building of the
road through the city the depot grounds required would be
conveyed, with right of way west of Broad street, and
one-third the cost 0f right of way east of Broad street.
Three days later, a dispatch was received from Mr. Strong,
from Boston, addressed to Messrs. Carr and Gale. It read as
follows: "Directors are in session; road will be located
through Galesburg if right of way and depot grounds are
furnished; otherwise on the line south of Galesburg; till
three p. m/ next day given for reply.:" Calling for
explanation, a second dispatch told that "nothing but the
entire cost of the depot and right of way would be
accepted."
The
situation was serious. The subscriptions were incomplete;
there was more or less uncertainty as to the cost of the
ground demanded; the most public spirited citizens might be
expected to hesitate about assuming personal obligations to
an indefinite amount, relying on voluntary aid of others,
prompted by sympathy only, after the object had been
secured.
A
circular was at once sent to sixty of the most
responsible and public-spirited citizens, informing them
that the committee had matters of supreme
importance to communicate, and calling on them to meet
at the court house at ten o'clock next morning, promptly
and without fail. The committee spent the evening of
December 20 in consultation and preparation for the work
of the next day. A draft of an instrument of guarantee,
presented by Mr. Gale, was carefully and critically
considered, that it might be seen that every essential
point was fully covered and that there was no ambiguity
in expression, or room for doubt in construction. The
meeting of the twenty-first was fully attended. the
situation was thoroughly explained and the proposed
guarantee presented. There was little discussion. F. F.
Arnold, George W. Brown, and E. P. Williams led off with
expressions of willingness to sign the guarantee. T. J.
Hale, declaring there was no time for debate, but only
for immediate action offered resolutions that the
meeting approved the giving of the depot grounds and the
right of way, and would join in the guarantee, and
called for a rising vote. The vote was unanimous, the
paper was signed by all present and afterwards by
others, the Directors of Boston were notified at once,
and a reply was received that r. Robinson had been
directed to proceed with the location accordingly.
It
was a grand exhibition of public spirit and mutual
confidence, and no one has been known to regret his part
in it.
The
subscriptions to the funds continued to be made. In the
end the number of subscribers reached four hundred and
ninety-five, the sums ranging from one dollar to two
thousand. The total amount raised was $64, 243.55. Mr.
J. T. McKnight and Asa A. Matteson were appointed to
collect the subscriptions and purchase the right of way.
The selections was fortunate, since between them these
gentlemen possessed qualifications eminently useful in
the complicated work and ably and energetically carried
it through.
In
their final report very few subscriptions appeared
uncollected, and after all costs and expenses had been
paid, a balance of $2,451.41 remained. This was ordered
distributed among the subscribers pro rata, making a
rebate of 41/2 per cent on the amount paid by each.
From the first to last, no misunderstanding with the
company or its officers was had. At the close the
company's solicitor expressed the pleasure felt by the
railroad officials at the fair and honorable manner in
which they had been treated by the city of Galesburg and
its people. The Directors showed their appreciation by
erecting in the city much the finest depot on their line
from Kansas City to Chicago.
In
answer to insinuations that the action of the company in
requiring contributions from Galesburg was "making a
bluff" and not actually made in good faith. Mr. Strong
has recently said, in a letter to a friend: "But for the
correspondence between Colonel Carr and the railroad
officials the road would never have come to Galesburg,
and if the required pledge had not been made on the day
set for it, the road would have been located on another
line."
The below is out of the same history book and was typed
and emailed to me by Kathy Mills who is now residing in
Sunny Florida for the winter. I did not want to put this
online without all of the railroads being mentioned so I
typed up the above about the Sante Fe Railroad myself.
Thanks, Kathy.....
THE CHICAGO, BURLINGTON AND QUINCY
RAILROAD
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C B & Q Railroad Station on
Seminary
at South Streets in built in
1884. It burned
on April 27, 1911.
Click on photo for a bigger
view. |
The act
of incorporating the Peoria and Oquawka Railroad was passed
in 1849. Peoria and Oquawka were at the time connected by a
daily line of stage coaches. No intermediate points were
named in the charter, but it was expected the chief towns on
the state line—Knoxville, Galesburg and Monmouth—would be
served, but that for the stage line between Peoria and
Knoxville the older route, by way of Farmington and Maquon,
would be taken. In 1849, an organization was made, public
meetings held, and some interest excited; in 1850, a more
serious effort was made, and James Knox, of
Knoxville, was made President of the road. At Galesburg,
the interest felt gradually cooled. Notwithstanding the
assurances of Mr. Knox, there were fears that the jealousy
of the other towns, on which Galesburg was gaining in
population and business, would secure a location that would
leave that place at one side. It was believed by some, that
another line, of greater value to Galesburg, would be called
for from the Mississippi, below the lower rapids, to the
terminus of the Illinois and Michigan Canal, construction of
the latter having been resumed; and that such a line would
be forced, by the nature of the country, to follow the
divide between the rivers, and pass through that place, and
it would be well to reserve the strength of the town to aid
in its construction.. At the close of the year, the people
of Galesburg had cut loose from the Peoria and Oquawka
project, and were committed to another scheme.
February 10, 1851, the Peoria and Oquawka charter was
amended, fixing as points on its line Farmington, Knoxville
and Monmouth; authorizing the company to acquire the right
of way, and the old grade of the Peoria and Warsaw line,
between Peoria and Farmington, belonging to the State, a
relic of the collapsed internal improvement system; and
empowering it to construct a branch to the Mississippi River
near Burlington.
On the
first of the same month, the Northern Cross Railroad
Company, chartered in 1849 to occupy the old State line from
Quincy to Meredosia, was authorized to build a branch to the
terminus of the Illinois and Michigan Canal, on the most
eligible route through the Military Tract, not east of
Knoxville.
On the
fifteenth of the same month, the Central Military Tract
Railroad Company was chartered to build from Galesburg to
connect with the Rock Island and LaSalle line, in either
Henry or Bureau Counties.
In
1851, Colonel Richard P. Morgan, Chief Engineer of
the Rock Island and LaSalle Company, left that road and was
appointed on the Peoria and Oquawka. He condemned the
Farmington route, and insisted on the Kickapoo Valley as the
only one available westward from Peoria. In 1852, an
amendment to the charter authorized construction without
reference to Farmington; it also permitted the establishment
of a ferry at Burlington, and the extension of the road to
the eastern limit of the State. The abandonment of the
route over the high, well cultivated prairie, and leaving
Farmington (then a thriving enterprising town), was severely
criticized, and the character and motives of the engineer
bitterly attacked. Colonel Morgan was an old
engineer, of large experience and high standing and a
thoroughly honorable gentleman. Nobody who knew his
opinions on railroad construction, or had observed his work
on the Hudson River, the Galena and Chicago, and the Rock
Island railroads, wondered at his selection of a route in
locating the Peoria and Oquawka line. He cared little for
curves, but he abhorred steep grades. The line was located
to run past Galesburg, more than two miles south of the
public square. Oquawka having given no sufficient aid, the
western end of the main line was not located, the Burlington
branch practically superseding it. The people of Burlington
became the most active promoters of the road, prominent
among them being James W. Grimes, Charles Mason, and
William F. Coolburgh. In Peoria and Warren counties,
municipal bonds were issued in aid, the indifference at
Oquawka and the hostility at Galesburg preventing like
action in Henderson and Knox counties.
Two
divisions were made, Knoxville becoming the separating
point, and all aid given was to be expended in the division
in which it was obtained. Work was begun at once, and
prosecuted from each end of the line. By the fall of 1854,
the road was partially built, and the means of the company
and the contractors exhausted.
Near
the close of 1850, when the claims of the Peoria and Oquawka
were being discussed in Galesburg, Mr. Marcus B. Osborne,
a director of the Rock Island and LaSalle Company, whose
road was not then located but was designed to connect the
upper Mississippi with the Illinois River, at the terminus
of the Canal, informed W.S. Gale that the
Directors of that road had accepted a proposition made by
Sheffield and Farnham, the contractors building
the Michigan Southern road, then approaching its intended
terminus at Chicago. The Directors were to secure a change
of charter, giving right to extend the line to Chicago,
reorganizing their company, and secure an entrance into that
city. The Michigan Southern would connect near Chicago and
run in on the same line. Sheffield and Farnham would
construct the Rock Island and Chicago road for $22,000 per
mile, taking one-half in bonds of the road, one-third in
stock, and would accept municipal bonds, as far as offered,
for the remainder. Mr. Osborne expected the road to
follow the stage route and make points at Cambridge and
Witherfield, coming within a little more than thirty miles
of Galesburg and making a short line over the then open
prairie. He had no doubt the contractors would be glad to
take up so valuable a feeder, as a branch to Galesburg would
be on quite as easy terms as were offered for the main
line. Mr. Gale was associate editor of the News
Letter, and the next issue of that paper contained an
account of the situation as reported, urging the feasibility
of securing the construction of such a branch, the
importance it would give to Galesburg as a point to which
would be drawn the lines seeking an outlet to the canal and
lake from the south and west. Southwick Davis,
editor of the Register, replied in his next issue, opposing
the scheme as an interference with the Peoria and Oquawka
line, the construction of which could be secured and on
which Galesburg would be a point if its assistance were
given. The result was a discussion on the streets, followed
by a called meeting of the citizens. The question was
thoroughly debated. The strongest presentation of the
Peoria side was by C. S. Colton and H. H. May.
They insisted that the Peoria line could be more certainly
secured, and that it had more value than a direct route to
Chicago, being so short in comparison, and that from Peoria
there was water transportation in every direction. That in
the end Peoria would get railroad connection with Chicago,
and through it railroad transportation to that city would be
but little longer than by way of the Rock Island road. The
argument of the friends of the Chicago route prevailed, and
at the conclusion, by unanimous agreement, a committee was
appointed to prepare and secure the passage of a charter for
a branch of that road.
It was
feared opposition might be met with in the Legislature, and
that Galesburg would be at a disadvantage. The State and
the Legislature were overwhelmingly democratic. Galesburg
had no good political standing. It was known as an
abolition town, and in 1851, abolitionists were, in most
sections of Illinois, cordially hated. The Senator and the
Representative from Knox County were Whigs and from
Knoxville, and individually were greatly interested in the
Peoria and Oquawka Company. George C. Lanphere,
an active advocate of the new project, was County Judge and
a democrat, and was selected to go to Springfield in the
interest of the charter. The Lieutenant Governor,
William McMurtry, was from Henderson; that town, it was
supposed, would share with Galesburg the benefit of the
scheme. Colonel McMurtry was very influential in his
party, and popular both at home and at Springfield, where he
had represented his district both in the House and in the
Senate. His aid was counted on. Judge Lanphere met
at Springfield Onias C. Skinner, of Quincy, a
prominent lawyer and leading democratic politician,
afterward a Judge of the Supreme Court, and a native of
Whitesboro. His nearest relatives were at Galesburg. He
had a bill authorizing the Northern Cross Railroad to build
a branch to LaSalle. The first proposition was to adapt his
bill to the case and carry out the Galesburg scheme under
it, but after protests from that city to the effect that it
must have its own bill, and that its work must be under its
own control, it was agreed that more might be effected by
first securing the Galesburg end of the line, since, with
that accomplished, the Quincy end would easily follow.
Judge Skinner gave the name Central Military Tract to
the Galesburg road, indicating the ultimate design of the
scheme. Governor McMurtry was the first President of
the road. Committees were appointed to meet the Rock Island
Directors and contractors at Rock Island and Chicago.
Galesburg’s representatives were cordially received. Mr.
Farnham gave ample assurance that when the Rock Island
road was finally provided for, he would take up the Central
Military Tract line on like terms. Major William P.
Whittle was appointed Chief Engineer, with B. B.
Wentworth and George Churchill, assistants.
The
preliminary surveys were disappointing. The Rock Island
line had been located farther to the north, and on low
ground, nowhere reaching the high prairie. Points where
easy descent from the high ground could be made were few.
Unlooked for difficulty was found in crossing Pope and
Edwards valleys. The most favorable route found was
fifty-four miles in length, and was substantially that on
which the road was finally constructed, as far as the Coal
Creek valley, between Neponset and Buda. From thence it
turned at a right angle and ran down the valley, touching
the Rock Island road at its summit, on the farm of Green
Reld, at which point, in anticipation of the junction,
the town of Sheffield was laid out.
It was
expected here to suspend operations, and wait until
arrangements could be made to secure the full cost of
construction before further expenditure of money, which
might prove ill applied. But under the influence of the
Chief Engineer, a more progressive policy was attempted.
Stock subscriptions were to be canvassed for, in expectation
of raising enough money to grade the road and be able to
place bonds to provide for superstructure and equipment.
Compete
surveys and estimates were made, and bid for construction
called for, received and opened. But the cost was not
sufficiently provided for. The Rock Island contractors
seemed slow in coming forward to take up the road as
expected, and other connections were looked for.
The
Aurora Branch Railroad had been chartered in 1849, and under
the charter a road constructed from Aurora to a point on the
Galena and Chicago road, thirty miles west of Chicago. The
Central Military Tract Railroad, by lengthening its lines
about one-half, might reach Aurora, thus securing a still
more direct line to Chicago. Correspondence was begun with
the Galena Railroad, but a change in the management of that
company was then pending and interfered with definite
action. The Burlington Directors of the Peoria and Oquawka
road took great interest in the Central Military Tract line
from its first inception. They regarded it as of more value
to them, if a connection could be made with it, then the
Peoria end of their own line. They tried, but without
success, to effect an agreement between the two companies to
connect at Galesburg, to act in concert, and to secure
municipal aid for both roads from Knox County.
The
Michigan Central and the Michigan Southern, originally
planned to terminate on the eastern shore of Lake Michigan,
were in warm competition, each working westward, and each
seeking a terminus in Chicago. The Central had secured an
entrance by a combination with the Illinois Central, the
Southern through the Rock Island. Its Rock Island
connection gave that line the advantage as regards securing
the south bound travel on the Illinois and Mississippi
Rivers. The Central had a scheme to meet this competition
by obtaining control of the Aurora Branch, with its running
rights over the Galena road, and to extend its line forty
miles, to the proposed line of the Illinois Central, north
of LaSalle, and run trains from their depot in Chicago to
the last named point. Governor Grimes, of
Burlington, was informed of this plan while in Boston, and
saw an opportunity for the Central Military Tract Railroad.
Finding Mr. Colton in Boston, they had an interview
with the Michigan Central management, showed the advantage
to be secured by taking an interest in the Central Military
Tract line and extending it to meet the proposed Aurora
extension, and secured a promise that Mr. Joy, when
going out to examine the Aurora Branch, would visit
Galesburg. Word came to that city through William J.
Selden, who traveled with Governor Grimes on his
way home, that nothing should be done on the road till
Mr. Joy arrived. Further explanation was had when
Mr. Colton returned. While Mr. Joy was
being awaited, Mr. Farnham and Norman B.
Judd, the latter the attorney for the Rock Island
Company, came to Galesburg to make arrangements for building
the road. A month earlier they would have been gladly
welcomed, but just then their proposition could be neither
accepted nor rejected with safety. They were put off for a
few days, on the plea that the Quincy people must be
consulted and be committed, in advance, to follow the lead
taken by Galesburg, as it would never do to leave them free
to make combinations with others, which might result in
bringing a competing line into the territory. A committee
was sent to Quincy, and secured an agreement that the two
companies should stand together. Very soon afterward Mr.
Joy arrived. He was delighted with the country and its
prospects. He proposed a reorganization of the company, an
extension of its line to the line of the Illinois Central,
there to meet the Aurora extension. The men he represented
would subscribe to the stock of both these roads the amount
necessary for their construction, beyond the local
subscriptions and the proceeds of such bonds as could, with
profit to the stockholders, be placed on the roads. He
urged an increase in the local subscriptions; however, in
order that Eastern people might see that the country had
sufficient wealth to support the road, and that the people
on the line had enough interest in the road to secure its
protection. His propositions were approved, and time given
to make up the desired increase. No great difficulty was
found in securing the stock subscriptions, since it was
thought that there was a certain profit to be made, and as
Mr. Joy had given assurance that the installments
would be called for only as the work proceeded, that after
twenty-five per cent of the amount had been paid the stock
would be security for any additional installments called
for, and that the earnings would return the money within a
few years. Among the large subscribers were: Silas
Willard, and C.S. Colton, $25,000 each;
Silvanus Ferris, Henry Ferris, James Bunce, Patrick Dunn,
Enos McEnlear, William J. Selden, and W.
Selden Gale, $10,000 each; George W. Gale $6,500.
At the
time of his visit Mr. Joy was told of the
understanding with the people of Quincy, and was induced to
go over that route. He did not hesitate to give assurances
that with such local aid as they were able to raise, he
could find market for the securities necessary to build the
line.
In
January, 1852, acts were passed giving a new charter to the
Central Military Tract Railroad, with the right to connect
with any road running towards Chicago; authorizing the
Aurora Branch road to extend its line to a point at least
fifteen miles north of LaSalle and connect with any road
running north from that point; and changing the name to the
Chicago and Aurora Railroad.
In the
reorganization of the Central Military Tract Company,
John W. Brooks, General Manager of the Michigan Central,
was made President; John McPherson Berrien, Chief
Engineer; W. W. Duffield, Treasurer. The local
Directors were from the large stockholders—Willard,
Colton, Bunce, Selden, and G.W. and W.S. Gale. The
offices were opened at Princeton, work beginning at and
progressing from the eastern end. It reached Galesburg in
the latter part of December, 1854.
The
Chicago and Aurora and the Central Military Tract roads were
then put under joint management, which method continued
until their consolidation under the name of the Chicago,
Burlington and Quincy, in 1856.
In
1854, negotiations were opened for aid to be extended by the
allied roads to the Peoria and Oquawka, to be used in
construction of its western division. An agreement was
reached and a contract entered into at Monmouth. At that
conference there were present: James W. Brooks and
James F. Joy, of Detroit; James W. Grimes and
William F. Coolbaugh, of Burlington; George C. Bestor,
of Peoria; Abner C. Harding and Ivory Quinby,
of Monmouth, and W. Selden Gale. James Knox
had promised to be present but failed to appear. Of these
men the only one now living is Mr. Gale, the youngest
of the company. The line of the road was to be
re-established between Cameron and Knoxville so as to
connect with the Central Military Tract road at Galesburg,
the people of that city to furnish four acres of ground for
a depot. The allied roads would provide money to complete
the western division, and were to remain in possession until
the obligations were paid, accounting for net profits, and
were to have continuous running rights over the road. Under
that agreement the western division was completed to
Galesburg in 1855.
By
1856, the Peoria and Oquawka Company had completed the line
from Galesburg to Peoria. In 1856, the Chicago, Burlington
and Quincy Company acquired title to the road from Peoria to
Burlington by purchase of securities and process of
foreclosure.
The
construction of the Northern Cross Railroad, from Quincy to
Galesburg, which was begun in 1852, was completed in 1855,
having been aided by the Chicago and Aurora and the Central
Military Tract companies. Soon after completion it was
placed under the management of the Chicago, Burlington and
Quincy, and was afterwards bought by that corporation at
sale under foreclosure.
On
November 11, 1870, the Rockford, Rock Island and St. Louis
road was completed from Rock Island to St. Louis, at a cost
of about $11,000,000, and on April 21, 1876, it passed under
a foreclosure sale for $1,600,000 into the possession of the
Chicago, Burlington and Quincy. It runs for a few miles
through Rio Township. To make connection with it the new
owners, in the summer of 1880, built a branch line from
Galesburg to Rio. In this year also the double track from
Chicago to Burlington was finished.
In
1860-61 the line running south of Yates City to the county
line was completed under the charter of the Jacksonville and
Savannah. (See Salem)
In
1884, the new passenger station was finished. It is a very
large and handsome building, and reflects great credit upon
both the railroad and the town.
The
following table shows the growth of the line in reference to
its importance in Knox County:
TRAINMEN EMPLOYED IN KNOX COUNTY
|
|
|
Monthly wages |
|
1856 |
15 men |
$ 575.00 |
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1866 |
141 men |
7,252.61 |
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1893 |
843 men |
61,072.00 |
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1996 |
700 men |
60,000.00 |
|
1899 |
741 men |
54,476.00 |
|
Total number of men employed in Knox County |
|
Year |
Employed |
Monthly Wages |
|
1893 |
2,030 |
$106,300.00 |
|
1896 |
1,400 |
96,000.00 |
|
1899 |
1,760 |
96,200.00 |
After the
successful inception of the Chicago, Burlington and Quincy
system, various other roads were projected for this part of
Illinois. In 1857, the Galesburg and Rock Island and the
Galesburg and Muscatine roads were chartered, but were never
built. The Court Creek Railroad was chartered in 1870, and
Galesburg voted $100,000 in aid of the enterprise, but it
too, failed. In 1875, the Keokuk, Galesburg and Chicago
Narrow Gauge was incorporated, and citizens of Knox County
subscribed $75,000 towards it. But nothing ever came of any
of these projects.
Fulton
County Narrow Gauge Railroad
In 1881, the
Fulton County Extension Railway Company was incorporated,
and work was soon begun, with the intention of building from
Lewistown to the Mississippi River through Galesburg and
Monmouth. But the line was finally completed (in 1882) only
to Galesburg and south to Havana. It is now known as the
Fulton County Narrow Gauge, and is mainly a coal road,
carrying the product of the Fulton County mines.
Story above from a resident's
view.
Galesburg Great Eastern
photos above
This
road was incorporated April 7, 1894, as the Galesburg,
Etherly and Eastern, with a capital stock of $150,000. The
intention was to develop the coal beds of Copley and
Victoria townships. The road, which was built in 1894, runs
from Wataga, where it connects with the Chicago, Burlington
and Quincy, about twelve miles east, and southeast to the
village of Etherly, which was started because of the
proposed road, and on to the coal lands of the Galesburg
Coal Company. May 7, 1894, the road was mortgaged to the
Royal Trust Company. It was operated for a short time only,
when the mortgage was foreclosed, and there was simply a
deserted road bed, until the summer of 1898. Then the
mortgagees re-organized the company, changed its name to the
Galesburg and Great Eastern, completed the road to Victoria
and Etherly, and put it in good running order, with new
equipment. Trains are regularly run and the management
contemplates extending the line from Wataga to Galesburg and
east from Etherly to Lacon.
Iowa Central Railroad
In 1879-80, the Peoria and Farmington Railroad Company
completed a line of road through Knox County. Soon
afterward it was sold to the Central Iowa Company, and
finally, through several transfers, came into the hands of
the present company. It runs for about twelve miles
through Cedar, Indian Point, and Chestnut townships, and has
but two stations in Knox County: Abingdon and Hermon.
The
Rock Island And Peoria Railroad
The Rock Island and Peoria road is of but little
importance to the county. It has no station in Knox,
and runs for only two or three miles through Lynn Township. |
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Railroad yards @
Galesburg today photo taken by Foxie March 2006 there are
also a few more through out this narration. |
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Foxie's Note: the following info typed &
emailed to me by my good friend Lois whose husband works for
the railroad. Out of Albert Perry's History of Knox county
printed in 1912.
THE CHICAGO, BURLINGTON & QUINCY
RAILROAD
OF KNOX COUNTY, ILLINOIS
by John Lass
Genesis of the Railroad
Before the advent of the railroad transportation was carried
on by means of canals, as in China to-day, and the
construction of government roads, such as the Appian way of
Italy, and a great deal of commerce may be carried on under
that old system. Besides, those roads were used for military
purposes, and we may well be surprised with their
effectiveness when compared with modern transportation. The
discovery of the power of steam was made by Heron in the
third century, B. C. This power was first applied to naval
transportation in the year 1707 and was applied to
locomotion upon land in the year 1804. As in all other
primitive efforts in the application of a new principle, the
success was at first quite indifferent, and there elapsed
quite a period of time before anything like real success was
arrived at. But the general necessities of mankind for
something that would transport passengers and freight
quickly from point to point proved a great stimulus to
additional invention and constant improvements in the method
of application.
The growth of the cities of the world
made it imperative that some means should be discovered for
bringing the products of the country to the city and in
return the manufactured articles from the city back to the
country. In the early days of railroad life there were but
small sections of roads here and there, but the great body
of the land was without any facilities of this kind. These
necessities were so poorly supplied that the geniuses of the
country were constantly working to produce something really
efficient in the line of transportation.
The immediate forerunners of the Burlington
system were projected roads from Peoria to Oquawka, from
Quincy northward, known as the Northern Cross railroad, and
from Chicago to Aurora, all located within the state of
Illinois. With a road from Peoria to Oquawka and another
from Quincy northward and another from Chicago southward
there was a great desire to extend the system so as to
connect all these points with Chicago. But out of those
three projected roads has grown the great system and network
of railways known as the Chicago, Burlington & Quincy
railroad.
THE EXTENT OF THE BURLINGTON SYSTEM
This system has become known as the
Burlington route. It is the parent organization and
corporation of an extensive system which operates railroads
in most of the western and northwestern states. It starts at
Chicago and furnishes connections at St. Louis, Kansas City,
Omaha, St. Paul, Minneapolis, Cheyenne, Denver, Billings,
Deadwood and many other connecting and intermediate points
and has connections by affiliated roads such as the Great
Northern, Northern Pacific, Quincy, Omaha & Kansas City,
Colorado Midland, Western Pacific, Denver & Rio Grande,
reaching the southwestern states at Los Angeles, the western
and northwestern states at San Francisco, Seattle and
Portland; and on the southeast to the Ohio river and the
south and all the southeastern states. This system is
destined, through its great controlling road, the Great
Northern, to tap the large wheat and timber lands of Canada
and the northwestern states. An ever increasing volume of
traffic will surely be brought to the great northwestern
gateway by the Great Northern, the Northern Pacific and the
Colorado Southern to the Burlington route and transported to
the eastern, southern, central and gulf states and thence to
Europe.
From the south and east the products of the country will be
transported to the important shipping points on the north
Pacific coast, British Columbia and Alaska and then to the
Orient and far away Asia and Europe.
Surely a stupendous system of
commercial activity of such a character as that passing
through the county of Knox is worthy of the most careful
study. Railroads become one of the most important features
in the development of the country. They have been the means
of opening up the broad domain to settlement, and by them
every department in life has been most rapidly advanced, and
they constitute in a large degree the vital force of an
active and wealthy civilization. The country is covered with
a network of roads extending from ocean to ocean,
penetrating every state and territory and employing millions
of men and women, expending millions of money for service,
maintenance and equipment, and any serious interference with
the operation of these roads would at once paralyze the
business of the country and result in untold injury and
suffering to the people. The combined value of the railroads
of the country is represented in figures wholly
incomprehensible to the human mind, unthinkable even to
their managers, and every dollar is at the service of the
people.
From the beginning of the agitation of railway building in
this county, which was about as early as that of any other
part of the state, the people have been very earnest and
active on the subject. The early settlers of the county,
being largely from the east, were naturally among the first
to desire a connection by rail with that part of the world
from whence they came. They came to this country by wagon
overland, slowly pushing their way over hills and through
forests, fording streams swollen with spring rains, halting
for nothing except the Sabbath day. Today we find them in
the midst of the noise and whir of revolving shafts, of
wheels of industry and commerce, enjoying the benefits of
twentieth century transportation and the journey once made
with such trial and hardship is now taken with comfort and
the enjoyment of books and newspapers and is completed
within a few hours.
THE DEVELOPMENT OF THE BURLINGTON
SYSTEM
The Chicago,
Burlington & Quincy railroad may justly be said to be the
origin of the energy and power that has turned the west and
uncultivated prairies of the central west into a land of
plenty, beauty, business and wealth and of all the counties
in all this great central west, Knox county and its
adjoining counties in Illinois have been made the most
productive and the most blest of all in the advantages of
business, culture and refinement.
PEORIA & OQUAWKA R. R.
On
February 12, 1849, the legislature granted a charter to the
Peoria & Oquawka Railroad Co. with a capital stock of
$500,000. Under this charter a certain amount of stock had
to be subscribed by February 1, 1850, before grading could
commence and besides this, other conditions were imposed
which were burdensome, but which were modified by the next
legislature. The plan was to construct a railroad from
Peoria on the Illinois river to Oquawka, on the Mississippi.
The first railroad meeting was held in Knox county,
September 9, 1849, the object of which was to provide for
the general assembling of the citizens in October. There was
a large and enthusiastic meeting, speeches were made by
James Knox and Robert S. Blackwell. A motion was made and
carried in favor of voluntary taxation to provide funds to
prosecute the work. The estimated cost was between $500,000
and $750,000. A resolution was adopted requesting the
commissioners of the county to correspond with those of
other counties in order to bring about concerted action in
the matter. Meetings were held throughout Knox county and a
great deal of interest was manifested. The Knoxville
Journal, then owned by John S. Winter, was very zealous in
the advocacy of the cause, awakening an interest in railroad
matters. A meeting was held in Galesburg, November 29, 1849.
The people of Oquawka, refusing to
aid the enterprise, the people of Burlington came forward
with the necessary subscription, the route was changed to
the latter place and Oquawka was left out. The company
expended all their money and exhausted their credit in
building the road from Burlington to Kirkwood.
A large meeting was again held in Knoxville, inaugurated by
the people of Peoria, at which Judge Purple presided. The
idea of the people of Knoxville at this time was that the
road would build to Peoria and thereby bring manufactories
nearer to them. But the defects in the charter caused the
project to drag and in the meantime the people of Peoria
organized a new company under an old charter which had been
granted to Andrew Gray to build a road ten miles from Peoria
and finally to pass through Farmington, Illinois, and then
direct to Burlington, leaving Knoxville and Galesburg to the
north. This road was called the Peoria & Mississippi
Railroad Co.
The people of Knoxville favored the road rather than have no
road in the county. However, on February 10, 1851, the
defects in the Peoria & Oquawka charter were removed, which
allowed the company to commence work with less stock paid in
and to run the road through Knoxville and Monmouth with
Galesburg left to the north again.
CENTRAL MILITARY TRACT R. R.
This did not satisfy the
citizens of Galesburg and on February 15, 1851, the Central
Military Tract Railroad company was incorporated with Wm.
McMurtry, C. S. Colton, James Bunce, W. S. Gale, C. G.
Lanphere, H. H. May, W. A. Wood, Alfred Brown, Alvah
Wheeler, Peter Grouse, Amos Ward, Patrick Dunn, Daniel Meek,
Silas Willard, A. C. Wiley and their associates and
successors, a body politic and corporate under the name and
style of the Central Military Tract Railroad company, with
power to build a road from Galesburg, in a northwesterly
course, to some point on the Rock Island and LaSalle
railroad. The object of this move was twofold, viz., to
build in the direction of Chicago and thereby compel the
Peoria & Oquawka railroad to come to Galesburg.
On June 19, 1852, the charter was amended so as to give them
the right to build a road from Galesburg in a northeasterly
direction on the most direct and eligible route to the city
of Chicago, to a point to be designated by said company at
or near the line of the Chicago and Rock Island railroad.
The charter originated with a body of men who were wont to
meet in the office of W. S. Gale, on the south side of the
public square in the city of Galesburg. Among those were C.
S. Colton, W. S. Gale, Silas Willard, Geo. C. Lanphere, and
James Bunce, and they were aided in their scheme by Marcus
Osborne of Rock Island. Their first charter was written in
the office of W. S. Gale and Geo. C. Lanphere, the democrat
in the ring, was sent to the legislature, which was
democratic at that time, where the bill was passed. Under
the charter, a survey was made for a line to Sheffield by
Messrs. Whipple, Wentworth & Churchill.
Plans and estimates were made for this line and the work put
under contract in the winter of 1851-2. The contracts were
revoked, however, and nothing was done, the company having
changed its plans and decided to meet the Chicago & Aurora
road at Mendota.
AURORA BRANCH R. R.
On February 12, 1849, the Aurora Branch Railroad company
was incorporated to build a road from Aurora to the
Galesburg and Chicago railroad. On June 22, 1852, this act
was amended to allow them to extend their road in a
southwest direction or to build northwest to where they
could interest any railroad, built or to be built, and then
form connection with such road.
NORTHERN CROSS Railroad
February 1, 1851, power was
granted to the Northern Cross Railroad company road,
extending north from Quincy, Illinois, to build a branch
from some point on that road in Adams county and then
running in a most expedient and eligible route through the
military tract, terminating at the most advantageous point
at or near the south terminal of the Illinois and Michigan
canal with a proviso that the company should not locate or
construct this branch upon any line east of the city of
Knoxville.
June 21, 1852, the act was modified to authorize the
Northern Cross company to terminate the lateral branch of
said road at any point where the railroad may connect with
any other railroad extending north to the city of Chicago.
We now have under consideration the Peoria & Oquawka, the
Central Military Tract, the Aurora Branch and the Northern
Cross Railroad companies. It will be found necessary to
consider all of these roads together because upon their
completion the original Chicago, Burlington & Quincy
railroad came into existence.
The
changes in the plans of the Central Military Tract Co. were
made because of the following circumstances: While the
Peoria & Oquawka railroad interests were being slowly worked
up by local subscriptions, C. S. Colton, of Galesburg, being
in the east, accidentally met in Boston, J. W. Grimes, of
Burlington, Iowa, who was a member of the state legislature,
and also a Mr. Wadsworth, of Chicago, who was president of
the Chicago & Aurora railroad, and after a conference they
decided that an independent route direct to Chicago was the
most practicable line. Mr. Colton returned home and had a
conference with his railroad friends and the changes were
determined upon.
It was found impossible to secure eastern capital to aid in
the construction of the road while the rates of
transportation were subject to control by the state
legislature. A special charter was prepared which removed
the difficulty and gave the company the entire control of
the same with full power to establish and regulate their
rates of transportation.
Mr. Colton was delegated to go to Springfield,
Illinois, to secure the passage of the special charter,
which was done June 21, 1852. At the same date he also
secured the amendment to the Chicago & Aurora extension,
authorizing the building of that road to Mendota. It was
here that he met for the first time James F. Joy, afterwards
president of the C. B. & Q. R. R. Co., who became interested
in Colton's plans and who suggested to him the change of the
terminus of the Northern Cross railroad and securing the
interest of the Quincy people in this branch; and here
undoubtedly was the inception of the great Chicago,
Burlington & Quincy railroad, the pride of the state.
Subsequently John W. Brooks, president of the Michigan
Central Railroad Co., and James F. Joy, both of Detroit,
interested themselves in the Central Military Tract road and
proposed that if the people along the route between
Galesburg and Mendota would subscribe $300,000 they would
furnish enough more capital to complete the grading of the
road and laying of the ties, and when that was done they
could borrow money on the bonds of the company to complete
the construction of the road and put it in operation. One of
the first meetings to raise stock was at the old Academy
building at Galesburg. The first three subscribers were
James Bunce, James Bull and Henry Ferris. Mr. Bull failed to
pay. Mr. Bunce was a resident of Galesburg, also Henry
Ferris, who will be remembered by many as the father of Mrs.
B. F. Arnold and Mrs. Geo. W. Prince. After several months
of canvassing for subscriptions to the new company for the
$300,000, the required guaranty, they were still short
$50,000. At this juncture Messrs. Joy and Brooks came to
Galesburg and gave notice that they could not promise a
further extension of time on behalf of their principals, who
had agreed to build the railroad when the required guaranty
was subscribed.
This was a critical time, for $50,000 must be raised
immediately or the whole project would be abandoned and all
the work done would be lost. Everybody in the community had
been canvassed, but to no purpose. At this vital moment C.
S. Colton and Silas Willard, who had been the principal
movers in the enterprise, finally determined to risk
everything for the success of the undertaking, and they
personally subscribed the $50,000, thereby binding all the
other subscribers and also the eastern capitalists to their
contract for building and operating the road. This
subscription was a heavy load for these men and they were
obliged to borrow the entire amount at the rate of 10 per
cent, all their own means being fully absorbed in their
business, and it was several years before their stock paid
any dividend.
In 1852 the line was surveyed from Galesburg to Mendota, at
first through Henderson, but later about four miles east.
Meanwhile Knoxville was fighting
Galesburg and trying to get the Northern Cross Railroad
company to come to that city. The, people between Peoria and
Burlington were anxiously waiting for the Peoria & Oquawka
road to go ahead. The terminal cities, Burlington and
Peoria, by vote subscribed $75,000 each. Burlington thus got
ahead of Oquawka and then Henderson county voted to take no
stock in the company.
On June 20, 1851, the stockholders of the Peoria & Oquawka
Railroad Co. met at Knoxville and elected the first board of
directors, as follows: Chas. Mason and J. W. Grimes of
Bloomington, A. C. Harding and Samuel Webster of Monmouth,
James Knox and Julius Manning of Knoxville, Asa D. Reed of
Farmington, Rudolphus Rouse and Washington Cockrel of Peoria
to serve one year. James Knox was chosen president, Robert
L. Hannaman secretary and William Phelps treasurer. The
first contract for grading the road was let in October,
1851, at the Peoria end. By September, 1853, all parts of
the Peoria & Oquawka road were under contract. When the
eastern end of the P. & O. road was built to Elmwood and the
western end to Monmouth the work ceased. The parties
controlling the line failing to complete the road, the
subscribers became dissatisfied, and W. S. Mans of Peoria,
James Knox of Knoxville and A. C. Harding of Monmouth
entered into a contract to finish the road between Monmouth
and Elmwood, but being unable to carry out their contract
they sold out to the Central Military Tract Co., the latter
agreeing to complete, equip and open the road, which gave
the road to Galesburg. After numerous efforts by C. S.
Colton of the Central Military Tract Co. and N. Bushnell of
the Northern Cross Co. a junction of the two roads at
Galesburg was agreed upon which was subsequently ratified by
the legislature. By this act, together with the purchase of
the contract for the construction of the P. & O. line by the
Central Military Tract Co., the destiny of Galesburg as a
railroad center was absolutely fixed.
In October, 1852, the Central Military Tract Co. increased
its capital, stock from $100,000 to $600,000 and elected the
following directors: John W. Brooks, Henry Ledyard, James F.
Joy, W. N. Lathrop of Detroit, J. H. Birch, C. G. Hammond
and John H. Kinsey of Chicago, C. G. Colton, W. S. Gale,
James Bunce and Silas Willard of Galesburg, Wm. McMurtry of
Henderson and John H. Bryant of Princeton, Illinois.
The road from Burlington to Peoria was not
completed until the end of 1854. The first passenger trains
began running in the spring of 1855. At this time the
Chicago and Aurora company and the Central Military Tract
company and the Peoria and Oquawka company were all
consolidated under the name of the Chicago, Burlington and
Quincy Railroad company, the name being adopted from the
terminal points of the lines that formed the consolidation.
Upon the consolidation Galesburg was made a central division
from Mendota west. Col. C. G. Hammond, formerly of the
Michigan Central, being the general superintendent of the
road, placed the Galesburg division under the supervision of
Henry Hitchcock as assistant superintendent on Jan. 1, 1856.

Galesburg has always been the
headquarters of the Galesburg division. Here are located the
company's shops, roundhouses, locomotive and car
departments, large stock yards, icing plant, timber
preserving plant, cement works and other equipment, and here
a large number of men live who are employed in the train,
track and engine service, also bridge men, carpenters, shop
men and men employed in other branches of the service, and
these men have much to do in building up Galesburg and
making it one of the most prosperous cities of the central
west.
From Galesburg, the county seat of Knox county, the center
lines of railroad diverge to many points terminating in
Chicago, St. Paul, Minneapolis, Rock Island and Moline,
Burlington, Quincy, Peoria, Streator, Rushville and West
Havana, and from these points important connections are made
with all the country, bringing Galesburg and Knox county in
direct intercourse with a large territory and making it the
distributing point for the merchandise and products of the
central part of the state. The original offices and
passenger station, which had a fine hotel connected with it,
managed by the then noted hotel man H. W. Belden, was
located at the intersection of Prairie and Brooks streets.
This station and offices were destroyed by fire on the
stormy March 1st, 1881. Temporary quarters were built for
use until the new station was built in 1883 and completed
and occupied May 4, 1884. This new station and office
building was also destroyed by fire April 27, 1911, and
temporary quarters rebuilt for use until the fine new
station now being erected is completed, which will be this
year, when Seminary and South streets' grade crossings will
give place to large subways. Probably Main and Mulberry also
will later be given subway crossings.
This, in a general way, gives the origin of the Chicago,
Burlington and Quincy Railroad company proper, which in 1855
consisted of but a few miles of road as compared with its
present extent. This road extended from Chicago to
Galesburg, Galesburg to East Burlington, south from
Galesburg to Quincy and east from Galesburg to Peoria, three
hundred and seventy-eight miles. This was increased in 1862
to four hundred and eight miles by a branch from Yates City
to Lewistown. Now its main line, extending from Chicago to
Denver, Kansas City, Cheyenne, Billings, Deadwood, and the
whole number of miles of standard gauge road operated by the
Burlington in 1911 was about nine thousand and seventy-five
miles. Of this total seventeen hundred and thirty-two miles
were in the state of Illinois.
The total earnings and disbursements of the road
in the state for the year reached | |