18751
Cincinnati, Indianapolis, St. Louis and Chicago Railway (CISL&C)
This is shown on the 1875 plat map, going through Gilespie, Illinois.
18892
Big Four
Big Four Depot at Gillespie
Courtesy of Jill Secoy |
Big Four Depot interior at Gillespie
Courtesy of Jill Secoy
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On June 30, 1889 , the railway merged with the Cleveland, Columbus, Cincinnati and Indianapolis Railway and the Indianapolis and
St Louis Railway to form the Cleveland, Cincinnati, Chicago and St. Louis Railway, also known collectively as the Big Four.
The following year, the company gained control of the former Indiana Bloomington and Western Railway.
The Cleveland, Cincinnati, Chicago and St. Louis Railway, also known as the Big Four Railroad and commonly abbreviated
CCC&StL, was a railroad company in the Midwestern United States.
Its primary routes were located in Illinois, Indiana, Michigan, and Ohio.
In 1906, the Big Four was acquired by the New York Central Railroad. The Big Four's lines were incorporated into Penn Central
in 1968 with the merger of New York Central and the Pennsylvania Railroad. Penn Central declared bankruptcy in 1970, and in 1976
many of Big Four's lines were included in the government-sponsored Conrail. Conrail was privatized in 1987, and divided in 1999
between CSX and Norfolk Southern.
Montgomery County, IL. -Four Kortkamp Miners Killed in Big Four Accident
19115
The Cleveland, Cincinnati, Chicago & St. Louis
Several railroads enter and cross Macoupin county. the Chicago & Alton enters the county on section 14, in Virden township
and traverses the county in a southwestern direction, leaving it at Brighton, on section 19. the most important stations are
Carlinville, Girard, Nilwood, Shipman and Brighton. In 1852 the road was completed between Alton and Springfield and in 1864
trains were running to East St. Louis. Later the road entered the city of St. Louis.
The Cleveland, Cincinnati, Chicago & St. Louis has for its main stations in the county, Bunker Hill, Dorchester and
Gillespie; the Wabash, Staunton and Mt. Olive; the Jacksonville & St. Louis, Virden and Girard;
St. Louis, Rock Island & Chicago, Brighton and Medora; Quincy, Carrollton, & St. Louis, Carlinville;
Chicago, Peoria & St. Louis, Medora, Hettick, Modesto and Chesterfield; Litchfield & Madison, Mt. Olive
and Staunton; Illinois Central, Mt. Olive; Macoupin county, under management of the Chicago & Northwestern,
Sawyerville and Benld, Gillespie, Carlinville, Nilwood, Girard and Virden; Chicago & Eastern Illinois,
track at Staunton. Most of these roads are coal feeders to other lines.
1902
Chicago & Northwestern Railroad Company
Benld, IL. Depot
Courtesy of Georgia Ferry
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In 1902 the Superior Coal Company began to open mines in the area.
The Superior Coal Company was owned by Chicago & Northwestern Railroad Company,
See also : History of Coal Mining in this area
19136
November 22, 1913
To the Railroad and Warehouse Commission Springfield, Illinois.
General: In pursuance to instructions as per telegram hereto attached, I represented the Railroad and Warehouse
Commission in a joint investigation on October 31st, concerning the train accident which occurred
on the line of the Chicago & Northwestern Railway Company at Green Ridge on October 29, 1913.
This investigation developed the following facts:
First -- The train accident referred to was a collision between the C. & N. W. southbound way-freight extra No. 1407
and some dongola cars spotted on the main track of the Macoupin County line at the pumphouse, a short
distance south of Green Ridge. This accident occurred at about 5:40 p.m., on October 29th. It resulted in fatally injuring
Conductor T. E. Scanlin of Belvidere, Ill., and Flagman C. N. Donaldson of Oak Park, Ill, both of whom died the following day.
Second --As indicated on the map attached hereto, this accident occurred on a portion of the Macoupin County Ry. line
(operated by the C. & N. W. Ry. Co.), extending from the point of connection with the tracks of the
Chicago & Alton R. R. Co., at Green Ridge, a distance of about two miles southward to the point of connection with the
main track of the St. Louis, Peoria & Northwestern Ry. Co. (operated by the C. & N. W. Ry. Co.).
Third -- On October 28th Conductor D. Rutherford of work train extra was instructed by General Yard Master .1.
Walliser to spot four gondola cars on the track of the Macoupin County line at the water tank, which is about
midway between the point of connection above referred to. These cars contained material to be unloaded by the section men.
At 1:10 T.M. of the same date General Yard Master Walliser telephoned the train dispatcher, W. D. Meredith, at South
Pekin and notified him of four cars spotted on the Macoupin County line.
Fourth -- Prior to September 18th, freight traffic from the Benld territory was handled by way of the Green Ridge connection
on the line of the C. & A. R. R. Co. On September 17th the C. & N. W. Ry. Co. commenced hauling
freight traffic from the Benld territory by way of the newly constructed line (St. L., P. & N. W. Ry. Co.) to South Pekin.
On that date the switch connecting the main track of the Macoupin County Ry. Co. was set normally clear for the
St. L., P. & N. W. track, the line which thereafter would be considered the main track. This point of connection is
referred to as M. C. connection. After this date that portion of the Macoupin County line between M. C. connection and the
Green Ridge connection was considered by Supt. F. O'Brien as a switching lead.
Fifth -- Since September 18th it has been the custom of northbound way- freight trains to leave cars destined for Green Ridge
at M. C. connection, and for the southbound way-freight to deliver these cars to points of destination.
On this division there are two train crews in way-freight service running in. opposite directions. The crew, for instance,
which would go south one day would return north the following day.
Sixth -- When General Yard Master Walliser notified Train Dispatcher Meredith on October 28th of the four cars spotted
at the water tank, Train Dispatcher Meredith made a lead pencil memorandum which read as follows:
"Three cars on bridge at water tank at Green Ridge on main line. Leave spotted if not unloaded."
Apparently through the medium of the telephone, on same day, Train Dispatcher Meredith took the precaution to notify
Conductor Klug of southbound local extra 1387 to look out for the cars spotted on the main track at the water tank and to
notify him what he (Klug) did with them. Conductor Klug notified Train Dispatcher Meredith that the work of unloading
the cars had not been completed and that he had left them spotted at the same place.
Seventh -- To the memorandum made by the train dispatcher, Meredith, before he was relieved by the next train dispatcher,
he marked Conductor King's name in ink, check marked it and left it on the desk for the information of Train Dispatcher
C. W. Evans, who came on duty at 4:00 p.m.
Eighth -- When Train Dispatcher Evans came on duty at 4:00 p.m. on October 28th he found the memorandum referred to
and concluded that nothing further was to be done in connection with the cars previously spotted and placed the memorandum
in the files. That was the end of the memorandum relating to the spotted cars, and when Train Dispatcher Evans went on duty
again the following day, October 29th, the following train order was addressed to C. & E. engine No. 1407 at Girard, Ill.,
at 5:12 p.m. and known as order No. 49, which reads:
"Engine No. 1407 run extra Girard to Green Ridge and return to Benld.
Signed I. B. S."
Repeated at 5:12 p.m. 0. K.'d at 5:12 p.m.
Signed I. B. S. by Operator Sparks.
Ninth -- The train which received the order above quoted on October 29th was the southbound local known as extra 1407, in
charge of Conductor T. E. Scanlin and Engineman E. R. Youmans. When this train reached M. C. connection it backed its train
of caboose and five or six cars, including six cars coupled to the front of the engine, toward Green Ridge. The cars coupled to
the front of the engine were to be left at Green Ridge.
The trainmen of this particular train had no advance notice of the cars spotted on the main track, and while the section men who
were unloading the cars took the precaution to place a red switch light on the end of the car nearest to the train approaching it
from the south, it apparently was not sufiicient protection to avoid a collision.
As stated before, this accident occurred at 5:40 p.m. while it was very dark with a misty rain falling. Conductor Scanlin and
Flagman Donaldson were on the rear platform of the caboose as the train was backing up and it was apparent from all the
circumstances developed at the investigation that the red signal observed by these two men was too obscure to be of benefit,
because of the weather conditions; and undoubtedly, as a result of these conditions, they were led to believe that it indicated an
open switch in the yard at Green Ridge about 1,300 feet north therefrom.
The testimony develops the fact that at the time of the collision, the train was not making more than six miles per hour. An effort had
been, made to stop the train upon signal from the conductor, but too late to prevent the accident. As the caboose on which the
conductor and fiagman were riding came in contact with the gongola cars the platform of the caboose telescoped under the gondola
car with result above noted.
Tenth -- Regardless as to whether the track on which this accident occurred is a switching lead or the main track of what may now be
considered a branch line, it is evident that the train dispatchers, Meredith and Evans, did not take the necessary precaution to protect
the trains moving over that particular piece of road while the cars were spotted. Both men admit that the spotted cars should have
been covered by a train order, and as a result of this admission and the conclusion of the officers of the C. & N. W. Ry. Co.,
that the spotted cars should have been covered by train order, the train dispatchers, W, D. Meredith and C. W. Evans, were discharged
from the service. At least, I was so informed by General Superintendent Towne. From the same source of information I learned that
Chief Dispatcher Sherman was demoted for not paying closer attention to the duties of the train dispatchers under him.
Respectfully submitted,
[Signed] F. G. Ewald,
Consulting Engineer.
19143
Chicago & North Western Railway Company owns the entire capital stock of Superior Coal Comapny ($2,000,000)
and of the Macoupin County Railway Company ($10,000). Neither of these subsidiary companies has any bonded indebtedness.
The Superior Coal Company owns about 45,000 acres of coal lands in Macoupin County, in the state of Illinois, upon which
it operates three mines served by the Macoupin County Railway. these were opened in 1904 for the purpose of furnishing
coal for the use of the North Western line; and they produce about 2,000,000 tons of coal per year, of which between 90 and
95 per cent is sold to the North Western line, the balance consisting largely of screenings being sold commercially,
principally in Chicago.
The Chicago & North Western has no track connection with the Macoupin County Railway but is now building a line from
Peoria to a junction with it near Girard. The new line will be known as the St. Louis, Peoria & North Western Railway
and will serve six independent mines when opened up.
19052
Illinois Traction System
An electric trolley railway known as the Interurban. This is a small portion of the railway furnishing transportation through central Illinois,
from St. Louis, Missouri through Alton, Edwardsville, Staunton, Sawyerville, Benld, Gillespie, Carlinville, and on north to Springfiled,
Peoria, Bloomington, Decatur, Danville, and other points in between.
The Illinois streetcar system of Champaign and Urbana was purchased by William B. McKinley in 1890 and thus began
McKinley Lines, the basis for the beginning of this railroad. Through merging and connections with other lines, this
became the Illinois Traction System and the route was completed through to Staunton in 1905. Another line betrween
Alton and Edwardsville, the Illinois Terminal Railroad was bought by Illinois Power and Light in 1928 and then in
1956 these lines were merged to form the Illinois Terminal Railroad Company.
In March 1956, passenger service ended.
Macoupn Street of Gillespie
March 3, 1956
Courtesy of Jill Secoy
1910
Staunton Star-Times
Staunton, Illinois
October 7, 1910
Wreck of the I.T.S.
Courtesy of Cindy Leonard
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Appalling Disaster That Put The Spark of Life Out of 37 Souls in a Second |
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Coroner D.H. Karnes and a jury composed of Fred Johnson, foreman; George Denby, George Arnett, L. E. Ross, P. W. Kessinger
and W. P. Dunn, all of Carlinville, have been busy for the past two or three days in fixing the responsibility for a wreck which caused
the death of the list of persons named above, besides injuring twenty-four other persons, more or less seriously and in some instances
probably fatally. Staunton has been busy the past few days - not with looking after the State Fair or the Veiled Prophet's pageants,
but in looking after the welfare for the injured and the disposition of the bodies of the deceased in one of the most frightful wrecks
known in history. All interest in aeroplane flights, in matter of breaking motorcar, pacing or trotting records has been forgotten and all
interest centered on the discharge of duties, which most earnestly appeal to humanity.
The coroner had just completed the holding of an inquest in the city hall Tuesday afternoon, when he was notified that there had been a
serious wreck between Staunton and Benld, all the doctors of the city having been previously summoned to the scene. News was
anxiously awaited and it was but a short time until people were advised that conditions were even worse than feared. A car rushed to
the scene of accident brought back the body of Superintendent W. W. Street and loving hands carried him tenderly up the stairs at the
station to the room that he used as his office. On the same car were the most of the injured, the most of whom were rushed without delay
to the hospital at Granite City.
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On Tuesday afternoon, October 4, [1910], a day that gives Staunton a mark in history, train No. 14, car No. 358, left Staunton a few
minutes late. It was in charge of Motorman John Lierman and Conductor M. D. Leonard, who relieved the crew that brought the
car from East St. Louis in this city, as was their custom. They had orders to meet the second section of train No. 73, car No. 359, at
Wall's siding, more commonly known as No. 14 siding. For some reason the order was disregarded and train No. 14 proceeded and
met second No. 73 on the main track between Cahokia Creek bridge and Dingerson curve. The cars must have been making a high
rate of speed and the impact was terrific, one car going over half way through the other. Both cars were well filled with passengers,
but the most of the dead and injured were on the southbound car. Both motormen saved their lives by jumping, after shutting off power
and applying air brakes to the limit of their capacity or emergency point. The scene, which followed, rests as appall upon the community
and is too harrowing to describe in detail. It was the most frightful wreck in the history of the Illinois Traction System and every energy
of the company is being exerted at present to prevent a recurrence of such a disaster.
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Traffic was heavy on the interurban that day. The limited cars were nearly all running in two sections. Ordinarily, the local and limited
cars through the day meet at the car barn, the station known on the time card as Spring Street. On this particular run it is understood
that the local met the first section of the limited at the usual meeting point, but that the local after meeting 1st No. 73 was instructed to
come to the station for further orders. Here the local crews changed the a. m. men being relieved by the men who finished the day.
The officials of the road attribute the entire blame to the motormen and conductor of the local car, Lierman and Leonard, both of whom
are kept under surveillance by direction of the coroner.
As much sympathy is being expressed for the accused as for the dead and injured. Members of the crew following the disaster did all
in his power to alleviate the distress of the suffering and were easily to be found when officers of the law sought them. Both men are
still in Carlinville. They may have erred and the evidence looks against them, but the fact remains that they have sought in no way to
shirk the responsibility of their actions.
Shortly after the wreck and about the time the car left bearing the body of Superintendent Street and the injured to this city, another
relief car went north, bearing twenty-seven of the dead to Carlinville, a number of the dead were still pinned in the wreck, but were
released as soon as possible and late in the night were brought to this city.
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The official staff of the Illinois Traction System was seriously crippled through the tragic death of Superintendent Street, Berry, Price
and Black, but surviving members of the official staff were energetic and the official car reached here about 11 o'clock after the
wreck had been cleared. The cars, locked together were brought to this city by two locomotives after the dead and injured had been
removed. They now stand in the car barn yards, covered with an immense tarpaulin, to in a measure, hide evidence of a disaster that
rivals the erstwhile calamities that put Ashtabula, Ohio, Chatsworth, and Litchfield, Illinois and the Tay bridge of Scotland on the map.
For some reason known to himself Coroner Karnes did not empanel a jury until the following day, Wednesday, after he had reached
his home. After viewing the remains of the dead in Carlinville, the coroner and jury came to this city and viewed the dead in the two
undertaking establishments of this city, then going back to Carlinville to finish their deliberations.
All of Tuesday evening and night the telephone and telegraph wires were kept hot, with inquiries by parties for relatives or loved ones.
Occasionally some one from the interurban force would come to the waiting room or door of the station and call for some name.
Frequently the party called for would respond and would be informed that some relative at a distance was making inquiry for them.
They would then be asked if they were all right and if they had any message to transmit to the person inquiring. Where such inquiries
were responded to everybody seemed to feel better. More frequently calls would not be responded to and inquiries for identification
were sent to the morgues.
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The metropolitan press was ably represented on the scene of the disaster. Representatives of the St. Louis Republic and
Globe-Democrat and the Springfield Register and Journal were early on the field and covered the sad story well, each paper having
a graphic account of the tragedy, embellished with realistic engravings.
Willing hands at the scene of the wreck did everything in their power to alleviate suffering and care for the dead. Valuables were taken
care of and accounted for and no ghoulish pilfering has been reported.
The track was cleared about 11 o'clock p.m. and regular service resumed. Neither the track or overhead wiring were disturbed, a
remarkable feature in so disastrous a wreck. A heavy rain the next morning washed away the crimson traces of the slaughter.
Probably nothing in the history of the wreck is regretted so much as the death of Superintendent W. W. Street. During the few years
he resided in Staunton he won the respect of all citizens, and no superior officer was ever held in higher esteem by his subordinates.
He was looking after the movement of trains and contemplated a busy week. His body did not appear to be badly mutilated and death
was probably due to internal hemorrhage. Observing the impending collision he used all his energy to force the passengers in the
smoker into the rear of the car.
W. W. Street, the eldest son of Mr. and Mrs. Edward Street, was born in Hedrick, Ia., and at the time of his death was a few days over
40 years and one month old. At the age of fifteen years he was employed in a country newspaper and with considerable pride would
show friends some files of the paper he edited at that age during the absence of the editor. Later he went to Davenport, where he
clerked in a store. The business he only followed
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a short time, then beginning his career in railroading. He was united in marriage to
Miss Rilla McFarland, December 1895 in Chicago. He became acquainted with Miss McFarland some time before while she was
visiting in Davenport. Mr. and Mrs. Street came from Iowa to Illinois, residing in this state about four years.
Recently they had been making their home at the residence of Mr. and Mrs. W. R. George. Mr. Street was high up in Masonry,
having passed through the Blue Lodge, Chapter, Commandery and Scottish Rite Consistory. He also belonged to the Mystic Shrine
of that order.
Brief but highly impressive services were conducted from the residence of Mr. and Mrs. W. S. George Thursday afternoon at 2 o'clock
by the local lodge of Masons, after which the remains were sent to his former home in Davenport, Ia. The floral offerings were profuse
and included some of the most beautiful and expensive designs ever seen in this city, testifying in a silent way to the high esteem in
which he was held by all with whom he became acquainted. The final obsequies will be held in Davenport and the remains will be laid
to rest beside those of this mother who preceded him to the grave about fifteen years. Besides his widow, he is survived by his father
who lives in Davenport; four sisters, three of who reside in Hedrick, Ia., and one in Texas, and one brother who resides in Los Angeles, Cal.
Mrs. T. D. Foose of Chicago, a sister to Mrs. Street, came to this city to be comfort to her in the most trying ordeal she has probably
ever encountered.
Other developments will likely follow the items briefly recited in this chapter, and all we can hope for is that they may be no worse.
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THE DEAD |
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BAUER, Herman, St. Louis, Mo., Bridge and building department Illinois Traction System.
BAUER, Mrs. Herman, St. Louis, wife of Herman Bauer.
BERRY, J. E., Springfield, assistant superintendent of motive power machinery, Illinois Traction System.
BLOTNA, Mrs. John, Benld, Ill., wife of John Blotna.
BRUEGGE, J., St. Louis.
BRUEGGE, Mrs. J., St. Louis.
BUNTON, Mrs. G. L., St. Louis
CLOUD, Mrs. William, Benld, Ill.
GALLOWAY, Dr. H. C. (colored), Decatur, Ill.
GALLOWAY, Mrs. H. C. (colored), Decatur, Ill.
HABBEGGER, J. R., Jamestown, Ill., merchant.
HENRY, S. T., Princeville, Ill.
HENRY, Mrs. S. T., Princeville, Ill.
HILL, S. C., Belleville, Ill.
HILL, Mrs. S. C., Belleville, Ill.
INDERMILL, Manuel A., Baden Baden, Ill., insurance agent.
KANE, Mrs. C. H., Granite City.
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KIRWIN, T. J., St. Louis, salesman.
KUENZE, Adolph, Belleville.
McPHERSON, Miss Elizabeth, Gillespie, stenographer.
McPHERSON, Miss Lulu M., Gillespie.
MILLER, J. W., Gillespie, superintendent of the three mines of the Superior Coal Company.
PRICE, A. A., Champaign, Ill., auditor of disbursements, Illinois Traction System.
REEBEL, Frank, O'Fallon, Ill.
REED, Mrs. F. W., Peoria, Ill.
REDSHAW, Dr. B. F., Curran, Ill.
REDSHAW, Mrs. B. F., Curran, Ill.
ROSE, E. M., Chicago, solicitor Collier's Weekly.
ROBINSON, H. B., Benld, IL., merchant.
ROBINSON, Mrs. H. B., Benld, Ill.
SAWYER, Miss Ella, Belleville, Ill.
STREET, W. W., Staunton, Ill., division superintendent, Illinois Traction System.
SINNIGER, Miss Beatrice, of Springfield, Ill.
WERNER, A., Chapin, Ill.
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REVISED LIST OF INJURED |
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Wm. McCurlee, Springfield
Bert Edwards, Mt. Olive
Edith Lansford, Hillsboro
Mrs. J. R. Agee, Springfield
Julius Engelman, O'Fallon
George Miller, Troy
Mary Duffner, Nilwood
Daniel Tarrant, Brooklyn, N.Y.
Mrs. G. B. Clifton, Staunton
G. W. McGehe, Shawneetown
Guy Smith, Shawneetown
John Hohe, Trenton
Edw. White, Decatur
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L. Y. Rains, Carlinville
V. T. McCall, Gillespie
J. M. Judge, Litchfield
E. J. Young, Staunton
C. S. Mehl, I.T.S. employ
C. F. Miller, Sparta
Mrs. L. E. Cordum, Gillespie
Joseph Clark, Benld
Unknown man
Hazel Sinniger, 1424 Lowel Ave., Springfield
James Scotland, Sawyerville
George Oehlers, Staunton
James Parker, Staunton
Henry Saul, Belleville.
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Collision On Illinois Traction System Near Staunton, Ill.
Springfield, Ill., October 5, 1910. Hon. 0. F. Berry, Chairman, Railroad and Warehouse Commission:
Dear Sir -- In company with Commissioner J. A. Willoughby and Inspector Layman, I viewed the scene of a train accident on the line
of the Illinois Traction System which occurred on Tuesday atternoon, October 4th, at 3:39 o'clock. Up to the present time we have not
been able to obtain a complete list of the killed and injured. So far as it Is obtainable there were thirty seven persons killed and about
thirty injured. Of the persons killed five of them were officials connected with the Illinois Traction System.
This train accident was a butting collision between northbound train No. 14, car No. 238, and the second section of southbound train
No. 73, car No. 239. It occurred about half way between Staunton and Benld at a point about one mile north of Walls Siding on a
10-foot embankment. From a superficial examination, such as could be made at 1:30 o'clock in the morning, this point of collision is
on a tangent about 300 feet south of the point of tangent of a curve running northerly, a part of which traverses a cut or excavation for the
roadway. The mouth of this cut is about 500 feet in advance of the point of collision.
From additional data which has been obtained by Inspector Layman it would seem that the motorman of the southbound car could see
the point of collision 600 feet north thereof. Quoting from Inspector Layman's data he says:
"Northbound train was probably 1,200 feet from southbound when both crews could have seen each other."
At the time of our arrival at the scene of the collision --1:30 a. m.- -all of the dead and injured had been removed and the two wrecked
cars taken to Staunton. As a result of the collision the northbound car telescoped the southbound car for one-half of its length. The cars
did not leave the roadbed but one pair of trucks of each car was off the rails. In an interlocked position the cars were hauled on their
own trucks to Stauuton a short distance south.
As a result of our informal investigation into the causes responsible for this collision, we obtained the following facts:
The Illinois Traction System operates its trains over a single track roadbed. When No. 14, the northbound train reached Staunton, the
time card meeting point, it met the first section of train No. 73. At this point the crew which brought No. 14 in went off duty and a new
crew took charge of the train. This train crew before leaving Staunton received orders to meet the second section of No. 73 at Walls
Siding, about one mile north of Staunton. A like meeting order was issued to the train crew of the second section of No. 73. Both of
these train orders, which were said to have been taken from the conductors of the respective trains by General Manager Hanshy, I
saw and read. It Is also said these orders agreed with the dispatcher's records. However, Instead of obeying the instructions of the
orders when train No. 14 reached Walls Siding this train overran the meeting point and resulted in colliding with the second section
of train No. 73 at a point about one mile beyond the meeting point.
It will require a more searching investigation to gather all of the details connected with this collision. The wrecked condition of the cars
indicate that both trains were traveling under a fairly high rate of speed, and in view of the fact that it was possible for the motorman
of the respective trains to obtain unobstructed views covering the distances quoted by Inspector Layman, it might be interesting to
know if either of the motormen made any attempt to apply the train brakes. This could not be determined from a physical examination
of the equipment on account of its wrecked condition.
Respectfully submitted,
(Signed) F. G. Ewald,
Consulting Engineer.
March 20, 19257
Illinois Traction System
Head-end collision between a passenger train and a work extra near Davis, Ill., on March 20, 1925, which resulted in the death
of 6 passengers and 1 employee and the injury of 7 passengers and 6 employees.
this accident was caused by the failure of the motorman and conductor of the work extra to keep their train clear of the main
track on the time of the passenger train, due to the fact that both of them overlooked that train.
This accident occurred on a single-track line over which trains are operated by time-table, train orders, and an automatic
block-signal system; the signal system, however, was not in working order on the day of the accident, having been disabled
by a severe storm. the point of accident was about 600 feet south of the south switch of the passing track known as Davis;
approaching this point from the south the track is a tangent for more than 1 mile, followed by a 2° 03' curve to the right
1,278 feet in length, the accident occurring on the curve about 400 feet from its southern end; approaching from the north
there is a 1° curve to the right 950 feet in length and 1,344 feet of tangent, followed by the curve on which the accident
occurred. The grade is descending for northbound trains, being 1.06 per cent at the point of accident. The walls of a cut
located south of the curve, as well as some trees on the inside of the curve near its southern end, restrict the view to about
1,000 feet from either direction.
The weather was clear at the time of the accident, which occurred at about 1:05 p. m.
Southbound passenger train No. 7, consisting of motor 250, of wooden construction, left Carlinville, Ill., 4.4 miles from Davis,
at 12:55 p. m., 20 minutes late; it passed Davis, and had been brought practically to a stop before it collided with
northbound work extra 1513.
Work extra 1513 consisted of a line car; when the order under which crew was working expired at 12:10 p. m. at Benld,
10.4 miles south of Davis, the crew requested and was furnished with an order authorizing them to run extra from Benld
to Moody, the latter being the first station north of Davis. This order was made complete at 12:20 p. m. and work extra 1513
departed from Benld at about 12:40 p. m., colliding with train No. 7 near Davis while traveling at a speed estimated to
have been between 25 and 35 miles an hour.
The open platform on the front end of the line car overrode the underframe of motor 250 and telescoped that car a distance
of about 25 feet, both cars being badly damaged. The employee killed was the motorman of train No. 7.
Both the motorman and conductor of the work extra admitted overlooking train No. 7 and offered no explanation for their
failure. it appears, however, that train No. 7 is due at Davis at 12:44 p. m., and when the conductor looked at his time-table
it was about 1 p. m., and voth he and the motorman apparently forgot that train No. 7 had not passed and looked at the
time of the next train, which was train No. 95, due at Davis at 1:49 p. m.
February 26, 1937
Sunday morning, a bridge on the Illinois Traction System aka Interurban was destroyed by a freight train
going through it. The wreck occurred on Shoal Creek bridge between Sawyerville and Staunton. The two freight
cars and 100 feet of the 200 foot span of the bridge went down into the creek bed.
19372
The Illinois Terminal Railroad, known as the Illinois Traction System until 1937, was a heavy duty interurban electric railroad with
extensive passenger and freight business in central and southern Illinois from 1896 to 1982. When Depression era Illinois Traction
was in financial distress and had to reorganize, the Illinois Terminal name was adopted to reflect the line's primary money making
role as a freight interchange link to major steam railroads at its terminal ends Peoria, Danville, and St. Louis. Interurban passenger
service slowly was reduced, and it ended in 1956. Freight operation continued but was hobbled by tight street running in some towns
requiring very sharp radius turns. In 1986, ITR was absorbed by a consortium of connecting railroads.
The McKinley Bridge across the Mississippi River, originally built in 1910 to carry the Illinois Traction System's trolley cars over the
river to St. Louis, survives to this day. Some sections of the Illinois Terminal Railroad and its affiliated lines have become rail-trails,
such as the Interurban Trail south of Springfield.
19136
Macoupin County Railway
No. 1193
Railroad and Warehouse Commission
V.
Macoupin County Railway
St. Louis, Springfield & Peoria Railroad
Citation to show cause such certain crossing north of Benld, Illinois, should not he protected
This is a citation by the Commission issued against the Macoupin County Railway and the St. Louis, Springfield & Peoria
Railroad, to show cause why a certain crossing north of Benld, in the county of Macoupin and State of Illinois, should not be provided
with some protection, and due notice having been served by the Commission upon the respective parties and this
cause coming on for hearing, and each of the said railroad companies being represented by respective counsel, and after the
hearing of testimony and arguments of counsel, and the Commission being fully advised in the premises, finds:
First -- That about the year 1905 a contract was entered into between the Macoupin County Railway and the St. Louis &
Springfield Railway Company, now known as the St. Louis, Springfield & Peoria Railroad, permitting the St. Louis &
Springfield Railway Company, now the St. Louis, Springfield & Peoria Railroad, to cross the tracks of the Macoupin County
Railway near Benld, in the county of Macoupin and State of Illinois, the exact place of such crossing fully appearing on blue prints
filed herein.
Second -- It further appears that said crossing is over a spur track used by the Macoupin County Railway from its main line to a
certain coal mine in the immediate vicinity of such crossing, and that said Macoupin County Railway track at said point is only
used for switching coal cars to and from such coal mine.
Third -- It further appears that the St. Louis, Springfield & Peoria Railroad is an interurban road and runs a large number of
cars for passenger service and also some in freight service: that there is one car of said St. Louis, Springfield & Peoria
Railroad going over such crossing about every thirty minutes each day, most of which are passenger cars.
The first clause of paragraph three of the contract hereinabove referred to, reads as follows:
"The grantee will also, at its own expense, construct derailing devices in its own tracks at said crossings. Said derailing devices
to be of the latest approved kind and to be approved by the Chief Engineer of the grantor. Said grantee will, after the construction
of said derailing devices, thereafter maintain and operate the same at its own sole cost and expense."
Under such clause in said contract the St. Louis, Springfield & Peoria Railroad placed a certain derailing device in said track
for the protection of said crossing, which derailing device was set clear for the trains of the Macoupin County Railway and against
the trains of the said St. Louis, Springfield & Peoria Railroad, and required the said St. Louis, Springfield & Peoria Railroad,
upon approaching such crossing, to stop its cars and operate such device.
The second clause of said paragraph three in said contract, reads as follows :
"If hereafter any competent public authority shall require the construction and operation of an interlocking plant or other safety signal
or device in place of said derailing devices at said crossings, or either of them, over the track or tracks of said grantor, and the question
shall arise between the parties hereto or their successors or assigns as to the distribution between them of the cost of constructing,
maintaining and operating such interlocking plant or other safety signals or devices (other than said derailing devices), it is mutually
understood and agreed that said question of the distribution of such cost shall be submitted to and determined by the Railroad and
Warehouse Commission of the State of Illinois or such other public officers of said State as may then be exercising the functions now
vested in the Railroad and Ware- house Commission of said State, and it is mutually covenanted and agreed by the parties hereto
that in such case they will each abide by and perform such order as may be made at that time with respect to the distribution of said
cost of construction, maintenance and operation of such plant or other safety device."
It was evidently contemplated by the respective parties at the time of the installation of such derailing device, that it would not be
satisfactory to the public, hence clause above referred to, and the Commission finds that said derailing device so installed, is not a
proper protection to the respective roads or the public.
A portion of paragraph ten of such contract reads as follows:
"In the passage of trains over said crossings the trains of the grantor (Macoupin County Railway) shall have prior right-of-way over said
crossings in preference to the trains of the grantee (St. Louis, Springfield & Peoria Railroad)."
The Commission therefore being fully advised in the premises, finds, that the present derailing device is insufficient protection both
for the safety of operation and the traveling public.
The plans submitted for the approval of this Commission by the St. Louis, Springfield & Peoria Railroad, provide for the
installation or construction of a small tower or cabin, in which are located levers for the operation of derails on both tracks -- also
the installation of signals on both tracks. The towerman or leverman, who will operate the levers as proposed, will be a trainman
connected with the train operating over the crossing. It is also proposed that the derails and signals on the St. Louis. Springfield
& Peoria Railroad tracks shall be normally clear, allowing its trains to operate over said crossing; those on the tracks of the
Macoupin County Railway to be normally at danger. This plan is proposed in view of the fact that the Macoupin County Railway
has but few trains per day, while the St. Louis, Springfield & Peoria Railroad has a great many more trains per day; also in
view of the fact that the trains of the Macoupin County Railway carry nothing but coal, and the track is a switching track only, while
trains of the St. Louis, Springfield & Peoria Railroad carry passengers from Springfield to St. Louis and return. At present the
trainmen of the St. Louis Springfield & Peoria Railroad have to move the levers at this crossing; if the above plan be adopted
that labor will have to be performed by trainmen or some one connected with the Macoupin County Railway. The
real controversy between the parties, who shall perform this service? It is contended upon the part of the Macoupin County Railway
that under the contract referred to, the St. Louis, Springfield & Peoria Railroad agreed to perform this service. It is contended
upon the part of the St. Louis, Springfield & Peoria Railroad that the additional protection given to the Macoupin County Railway
by the proposed interlocking device, will more than compensate said Macoupin County Railway for the additional service rendered
by said company.
It is provided by the contract hereinabove referred to, that if the question shall be raised between the parties thereto or their
successors, as to the distribution between them of the cost of constructing, maintaining and operating an interlocking plant or other
safety signals or devices (other than said derailing devices), that the question of the distribution of the cost shall be submitted to and
determined by the Railroad and Warehouse Commission of the State of Illinois.
The contract entered into between the respective parties is binding between them, except in so far as it interferes with the service to the
public, if it does, then it would be against public policy, and this Commission would not be bound to recognize that part of it as between
the respective railroad companies and the public. The present plan of operating, the record clearly shows, stops some forty passenger
trains daily at this crossing, and this necessarily delays traffic. It is exceedingly important that passenger service be as rapid as possible,
and retarded as little as possible, except as absolutely necessary for the safety of the service. The record in this case shows that during
the greater portion of the day there is a train over the St. Louis, Springfield & Peoria Railroad about every thirty minutes, while the
record also shows that during the entire day the Macoupin County Railway has only about sixteen trains moving over this crossing.
From a careful study of the situation, it is manifest that the present device does not give sufficient protection to either company. While
the contract requires the conductor of the St. Louis, Springfield & Peoria Railroad to cross the track and move the derail before
flagging his train across, there is nothing to prevent the Macoupin County Railway train from running across and it is an easy matter
as proven by experience, for a conductor looking up and down the track with a train coming with headlight, to think it is much farther
away than it is and undertake to cross. Neither can he tell, looking down the track at a train, how fast it is coming, and therefore
is liable to be deceived and thus cause an accident. In view of the large number of trains moved over the St. Louis, Springfield &
Peoria Railroad, and the fact that they are passenger trains, we believe that the contract entered into between the respective roads,
giving the Macoupin County Railway the right-of-way over said crossing, is against public policy and should not bind this Commission,
for the reason that it necessarily delays passenger traffic.
The Commission finds, that while it is true that under the contract hereinabove referred to, the St. Louis, Springfield & Peoria
Railroad operates the present derailing device, the Commission further finds, that the additional protection given to the Macoupin
County Railway by the installation of the proposed device by the said St. Louis, Springfield & Peoria Railroad, will more than
compensate said Macoupin Railway for the service necessary to operate said device.
The Commission further finds that the said St. Louis, Springfield & Peoria Railroad shall install said interlocking device as
shown by plans filed herein at its own expense.
It is therefore ordered, adjudged and decreed by the Commission that said St. Louis, Springfield & Peoria Railroad proceed
within sixty days from this date to install such interlocking device according to the plans filed herein, and that the same be installed
at the entire cost and expense of the said St. Louis, Springfield & Peoria Railroad, and when the same is installed said defendant
road shall report the same to this Commission for its approval, and when so installed and approved, said crossing shall be controlled
by such device, and the said Macoupin County Railway shall operate such device according to plans filed and approved herein.
By order of the Commission this 12th day of August, 1913, dated at Springfield, Illinois.
[Signed] 0. F. Berry, Chairman,
B. A. Eckhart, Commissioner,
J. A. Willoughby, Commissioner.
19132
Macoupin County Extension Railway Company
aka Macoupin County Extension
was a single-track line extending from Benld to Staunton, a total 4.374 miles.
constructed between June and December 31, 1913.
19134
Chicago & North Western --
The report of this company for the year ended June 30, 1913, shows that an aggregate of 54 miles of yard tracks,
sidings and industrial spurs were added during the year, and to provide for additional yard tracks, the company bought
60 acres of land adjoining the right of way near Waukegan, Ill, and about 186 acres near Kenosha, Wis.
The Des Plaines Valley Railway, a double track outer belt line, from the Proviso yard on the Galena division to a
point between Northfield and Blogett, Ill., on the Wisconsin division, 20.51 miles, has been completed; The St. Louis,
Peoria, & Northwestern under construction from Peoria, Ill., to a point near Girard, 90.6 miles is nearing completion.
The Macoupin County Extension Railway was organized by the C. & N. W. in May 1913, to build a connection
with the Macoupin County Railway near Benld, south about nine miles, to coal fields in Macoupin and Madison counties,
Ill., and the Iowa Southern was organized in January 1913, to build a connection with the C. & N. W. in Monroe county,
Iowa, southwestardly for about 25 miles, and construction is now underway on about 13 miles.
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