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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. |
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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:
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.
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
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 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.
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.
THE CHICAGO, BURLINGTON AND QUINCY RAILROAD
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
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 EXTENT OF THE BURLINGTON SYSTEM
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. 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. 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.
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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.
