PRELIMINARY HISTORICAL DIGEST
OF THE C&EI RR
Compiled from a History of the Chicago and
Eastern Illinois Railroad and the Companies
From Which it Grew, being written by hiarold
R. Sampson, C&EI Senior Vice President Re-
tired, Flossmoor, Illinois.
'■£.-1 ,j ■; ■ i^
This Digest has been prepared for those
who have no affinity for books. It eniinw rates the
events considered to be the most interesting or
ii^>ortant in the span of history coTsred, without
ouch of the extraneous material to be found in a
It is hoped that it will be of help to
those >^o are seeking sooe pa2*ticular item of
C&EI histsrj, but who may not have the tin* or
patience to read through several hundred pages
to find it.
Harold R. Saa^sson
Th« woodland and prairie vdldamets that waa to
bacons C<S(£Iland waa peopled bj the mound bulldera,
patticularlj that aection along the rivera of what
we now deaignate aa "downatate" in Illinoia and
1500 Indiana roamed the entire area, traTaling much in
the direction the railroad now runa, but occasionally
east and we at.
1673 French explorera reached what ia now Illinoia.
1679 Thi French had penetrated the Indiana wildemeaa.
1717 Fort Oxiiatenon built on the Wabash river at a point
eaat of preaent daj Danville ^ Illinoia.
1720 F4rt de ChartiSea built on the Miaaiasippi river aome
fifty milea down atream from preaent day Bast
1732 Fort Vincennea built on the Wabaah river near the
aite of preaent day Vincennea, Indiana.
1763 The Britiah conquer the French, the winner taking
the country east of the Miasiaaippi river.
1798 The George Rogera Clark eaqpodition moved from
Kentucky across Southern Illinoia via preaent day
Kamak on the Joppa brakch, and Goreville on the
Southern Illinoia line.
1779 George Rogera Clark, and a force of leas than two
hundred men, cross Illinois in midwinter and take
1790 Knox County (Indiana) formed, comprising most of the
preaent area of the entire atate. St. Clair County
(Illinois) created, covering the area between the
Wabaah and Mississippi rivers.
1300 Indiana Territory organized including the area that
is now Illinois, Michigan, Wisconsin and Minnesota.
The capital was Vincennea.
1803 Fort Dearborn erected at the point >*iere the Chicago
river then flowed into Lake Michigan.
1809 Indiana Territory divided, the western part extending
from the C^io river to the Canadian border being
1816 Indiana arrived at Statehood, being the
nineteenth state in the Union and taking
its present area.
1818 Illinois adaitted as the twentj-first state,
alse taking its present form.
1820 The first st§ge coach service was established
over little more than a trail between Evansville,
Indiana and PrLncet«n, Indiana.
1823 The Anerican Fur Coapany establi^ a trading post
at the site of present day Danville, Illinois.
Giirden S. Hubbard, an enpleyee of the fur company,
laid out a trail froa Danville to Chicago. It was
kno^n as Hubbard's Trace, and is followed closely
by the present day C&EI right-of-way. State Street,
Chicago is a continuation of the trail.
1830 The Lincoln fasiily, with Abe who was then twenty-two
years of age, move from Soutkei*n Indiana to Central
Illinois via Vincennes, Indiana and Sullivan, Illinois.
1832 Work started on the Wabash and Iris Canal, much of
which was later to follow the Wabash river valley.
1833 The Illinois State Assembly authorized the Chieago-
Vinoennes road to be located. N\abei*ed at one mile
intervals, soos of the milestones may still be
1834 Indiana's first railroad, a horse drawn carriage
moving on rails, began seirvice in Central Indiana.
1835 Illinois' first railroad, the Northern Cross
chartei*ed with authority to build from the
Mississippi river to the Indiana state line via
Quiacy, Jacksonville, Springfield, Deeatur and
The Internal Improvement Bill of 1835 provided for
a railvoad running north from Evansville, Indiana
but failure of the public works program caught it
before it started.
1$36 The Hadison and Indianapolis R& authorized to be
bviilt from the Ohio river at Madison, Indiana to
1838 The Northern Cross RR began operation. The original
locomotive was the eight and one-half ton engine
18Z^ The Madison aad Indianapolis began ope rati (» of
twenty-seven miles of four foot gaiige line. Later
converted to standard gauge it has the steepedt
grade in the United States.
1849 Januarj 2
1850 jMuaiT 21
1851 February 6
Indiana has eighty-six, and Illinois fifty-three
ailes of railroad in operation.
The Eyansville and Illinois Railroad chartered to build
and operate a railroad fr<»i ETansville, Indiana «a the
Ohio river via Princeton , Indiana and on t* connect with
the Ohio and Mississippi Railroad (now the B&O) at, or
near Olney, Illinois.
Notices of orgaiization of the E&I were published.
Satuel Hall of Princeton, Inc&ana elected president.
First boat, the "Two Pollies", readied Terre Haute via
the Wabash and Erie canal.
Charter of the Evans ville and Illinois RR aaended te
authorize a change in route from Princeton, Indioia t«
Vincennes, IndLaia in lieu of the original route te
Contract let for grading E&I Evansville to Princeton.
First sod cut for grading on the S&I - aboii; cxie-half
Bile of line in each segnsi^ of contract •
Contract closed for iron rail to be shipped froa
England via New Orleans and river boat. To be paid
for ty bonds issued ]gy the city of Evansville.
Wabash Railroad ineorpo rated to build a railroad froa
Vincennes, Indiana to Terre Haute, Indiana, and if
desired by the eoipany, on to Crawfordsville, Indana,
and to extend south to connect with ths E&I RR.
Stealer "Uncle Sa«" arrives Evansville froa New Orleans
wLth 540 tons of iron rail for the EStl.
Steaaer "Fort Pitt" arrives Evansville with the first
lecoaotive for the E&I. It weighed seventeen tons and
was naaed the "VarUlerburgh".
Excursion train operated all day between Evansville and
Pigeon Creek. Passengers were carried c« construction
Rail laid to within eight ailos of Pidnceton. Passenger
oars have been receifsd and are ia service. Wood for
fuel cost $2.00 per cord delivered to designate*
locations along the line.
Illinois reaches Princeton, Indiana.
1860 November 2k
1865 February 16
Grading under way north of Princeton,
Contract let for bridge over the Vfliite river. Grading
under way south froa Vincennes.
Evansville and Illinois Railroad and the Wabash Railroad
consolidate taking the naae of the forsier.
Trains begin using the bridge at Patoka, Indiana.
Evansville and Illinois Railroad changes name to the
Evansville and Crawfordsville Railroad,
Service established froa Evansville to the White river.
Line opened for service Evansville to Vincennes, but
with a transfer over the White river due to the bridge
still being tinder construction.
Through ser\'lce established Evansville to Vincennes.
Track being laid between Vincennes and Terre Haute
in each direction - about one-third mile of track
in place each day.
Last rail laid between Vincennes and Terre Haute and
service started following day. Cost of road complete
said to have been $20,229.33 per mile.
Gross E&C receipts for eleven months ending August 31*
1855 were $116,890.17
Line graded froa Terre Haute to Rockville, Indiana and
BStC gross nrveriue for the year up to $249,867.63.
E&C complete Evansville to Rockville and first train
Wabash and Erie canal abandons service south of Terre
E&C trains rarely exceeded twenty cars and speeds were
abou| fifteen miles per hour.
Chicago, Danville and Vincinnes Railroad incorporated
to construct a railroad from a point in Lawrence County,
Illinois on the Wabash river opposite Vincennes, Indiana
to Chicags via Paris, Illinois and Danville, Illinois.
First president of the CD&V was W.D. Jiidson with
headquarters in New York.
E&C gross revenue reaches one-half million dollars for
the first time ($559,127.68).
1869 April 22
1870 May 19
Celebfation at Momence occasioned hy the ground
breaking ceremony of the CD&V RR at the north edge of
Track laying on the CD&V starts southward from Dolton,
Illinois where connection was made with the Pittsburgh,
Cincinnati and St. Louis RR for trackage into Chicago.
Evansville, Terre Haufe arii Chicago Railroad chartered
to build from Terre Haute, Indiana to the Illinois state
line east of Danville, Illinois. John Ingle Jr. , who
was serving as President and Superintendent of the
E&C was also elected president of the new road Terre
Contract awarded for building the Wabash river bridge
at Clinton, Indiana for the ETHSdC. Decision reached
to use the E&C from Terre Haute to Otter Creek, thence
the new line to be built.
Grading of the CD&V progressing between Moaence and
St* Anne .
CD<ScV begin service between Moraence and Chicago.
Ingle resigns as president of the ETH&C and was
succeeded by Jesephus Collett Jr., of Newport, Indiaia.
Three piers of the Clinton bridge in place and work
Union station at Vincennes, Indiana under construction.
E&C purchases first coal burning locomotive, the
"Shelburne". All previous locomotives had been
ETHSeC and CD&V both niaking slow pregresa due to t.T5
effect of the Franco -Prussian war on the bond ^market.
Danville and Rosodale Ry organized to build between the
Indiana state line and Danville, Illinois for the ETli^.
Timbers for the CD&V bridge over the Iroquois, ri^'er at
Watseka begin arriving.
Union track built at Evansville, providing the E^^
ndth a connection with the L&N.
Grading of the ETHiC completed and the CD&V nov« three
miles south of Rossville, Illinois.
CD&V general offices burn in the great Chicago fire.
ETHScC begins service between Terre Haute and Danville.
CD&V begins service between Chicago and Danville. First
entry into downtown Danville was via the Toledo, Wabash
and Western tracks from Danville Junction. Chicago
station was located at Kinzie and Clintcm Streets.
Survey being made for the Danville, Tuscola and Western RR
to be built from Tuscola to Danville.
Serfice now established between Evaasille, Indiana and
Chicago, Illinois via the E&C to Terre Hau|e, the ETHStC
to Danville, and the CD&V.
The CD^V RR was consolidated with the Rossvil3e and Indiana
A further conaolidation was effected with the Attica and
Terre Haute RR.
A still further consolidation was effected vdth the
Western Indiana RR.
The consolidated company (in each case th» Chicago,
Danville and Vincennes RR) was empowered to build and
operate a railroad froa Warren County (Indiana) to
Brazil, Indiana. Noaeof the three companies (R^I,
kklH, and WI) built any lines.
C&SfV purchase $60C,CXX).O0 of Chicago real estate t©
build a freight and passenger station on Halsted Street
near Fulton. Also dock property on the south side of
the south branch of tte Chicago river at Bridgeport.
C(xitract let for the construction of the Danville,
Tuscola and Western RR.
CD&V and ETHScC trains begin operating into downtown
Danville via their o><i rails which had been laid down
froa Danville Junction.
The E&C line Terre Haute to Rockville was leased to the
Logansport, Crawford sville & Southwestern Ry.
The new sleeping car "China" on the line of the E&C
making regular trips between Evansville, Indiana and
Cincinnati, Ohio via Terre Haute and the Vandalia Line.
Danville and Rosedale RR consolidated with the ETHiC,
Through sleeping car line established (Woodruff) between
Chicago and Evansville ($2.00 per berth)
CD<§tV decide to buiifi their own line from Dolton to
downtcwj Chicagp, Will build from Thornton via
Blue Island (present Grand Trunk ri^t-of-way).
CD&V now averaging ninety cars of coal per day into
Chic ago .
FountjLin County branch (also called the Indiana Division^
from Youngs, Illinois near Bismarck to Snoddy's Mill,
Indiana (25 miles in length} ccEpleted and opened for
Danville, Tuscola and Western RR completed from the
Paris and Danville RR (now NYC) to Indianola, Illinois.
This gave an ovi let by use of the Paris anc Danville RR
to Tilton, thence the Toledo, Wabash and Western RR
(now the Wabash RR; to Danville, Illinois.
CD&V passenger trains began u^ing the new station in
Chicago at the comer of Clinton and Carroll Streets.
By tinEtable, CD&V passenger trains were restricted to
22 miles per hour, freight trains to 12 miles ner hour.
CD&V fails and a new corporation, the Chicago and
Southern RR was formed to iinish the work started on
the line Dolton to Chicago.
Work resumed on the C&S from Dolton to Chicago.
Eads Bridge over the Mississippi river at St.Loxus
opened for regular service,
Chicago and Southern RR completed from Thornton Junction
to 26th Street, Chicago.
ETH&C mail contract earns $50.00 per mile per year.
President Ackerman of the Illinois Central urges his
board to buy the CD&V to eliminate unfair competitive
E&C buys its first steel rails and pvrts them in the
line near Patoka, Indiana.
CD&V paying rental of $70,(X0.00 per year to the
PC&StL fcr entry into Chicago - expect to pay the
C&S $21,700.00 per year for trackage from Thornton
Junction to Chicago.
Several bridges of the road were lost in floods,
including the grade at Clinton, Indiana.
Court authorizes CD&V to lease C&3 and to operate
two suburban trains.
CicS facilities in such p«or shape that the court
ordered the CD&V to take rental due the C&3 Im in lieu
thereof to build a turntable and single stall engine
house and station at Blue Island (not to exceed $2500.00),
also a depot at Archer Avenue and 47th Street fcr $50C.OO,
a ro'jnd house at the C&A crossing for $6,000.00, telegraph
poles for $500.00 and the balance for repairs to the road,
Chicago and Nashville RR incorporated to build Chicago
to Danville, a branch Dolt on to Lake Michigan, and a branch
from Bi3ttarck to the Indiana state line, and a branch to
any point in Vemdlion County, Illinois south of Danville,
The Illinois Division of the CD&V was sold on February
7th and reorganized as the Chicago and Nashville RR.
The Indiana Division from the Illinois line t« Coal
Creek was sold on February 9th and reorganized as the
State Line & Covington RR. The articles of incorporation
of the C(iN were filed on February 12, and the articles
of the SL&C were not filed until August 9, 1877 (dated
July 30, 1877)
The Evansville and Crawfordsville RR brought suit against
the Logansport, Crawfordsville and Southwestern RR to
recover damages for depreciation in condition ©f the 23
miles of road leased to them.
The name of the Evansville and Crawfordsville RR was
changed to the Evansville and Terre Haute RR
Chicago and Southern RR forclosei
ETHiC fails to make interest on bonds for the first time.
Chicago and Nashville RR and the State Line and Covington
consolidate and form a new c«rporati<xi to be known as the
Chicago and Eastern Illinois RR. This was the first of
six corporations to be identified with initials C&EI.
Transfer of property made on September 1, 1877.
Builders of the futire Grand Trunk By negotiate for
the purchase of the Chicago and Soxithem.
C<ScEI bond holders were called upon for an assessnent
of $150.00 per bond on the Illinois Division and $50.00
per bond on the Indiana Division.
1878 April 17
1879 January 1
The Indiana Block Coal Railroad was incorporated to
construct a line froa Knigntsville, in Clay County
(Indiana) to the Evans ville, Terre Haute and Chicago
RR in Vigo County (Indiana).
The Chicago and State Line RR incorporated and purchased
the Chicago and Southern RR Wiich ended the C&EI hope
of having their own line into downtown Chicago via Blue
First annual report of the C&EI. Complains aboxA the
condition of the property taken over from the CD&V -
"road is in poor condition, track has never been
ballasted, ties (Mostly hemlock) were in bad state of
decay and were replaced with over 85,000 oak ties
during the year".
C&EI surveying a line from Dolton to the mouth of the
Calianet river in the hopes of reaching the steel mills.
Earnings for the first corporate year - $784>555.76.
E&TH purchases a small steamer and barges to operate on
the White river.
Standard box car was 28 ft. 10 inches long.
C&EI gauge is given as 4 ft. 8^ in. while the
ETHScC gauge is given as 4 ft. 9 in. Regardless of
this there was no apparent problem in interchanging
Indiana Block Coal RR opened for service Otter Creek
to Brazil, being operated by the ETHSdC vrfio was the
actual builder. Locally the line was (and still is
today) known as "The Pea Vine".
Chicago and Western Indiana RR incorporated by C&EI
interests to build frDa Dolton to Chicago.
Construction of the C&WI begins.
E&TH begin Ij^ring track on a branch line westward
from the main line at Fort Branch.
E&TH branch completed and trains operating as far
as Owensville, Indiana.
C&EI signs lease for use of the C&WI. Lease gives
exclusive right to serve local teri'itory (both freight
and passenger )Dolton to Chicago,
Ths E&TH grant the Terre Hsute and Logansport RR the
right to use the line Terre Haute to Rockville, the
first six miles (Terre Haute to Otter Creek) being
joint with the ETHSdC.
Bridfe over the Wabash river at Clinton rebvalt.
The Indianapolis and hvansville RR (from Washington,
Indiana to Evansville) organized. E&TH buys it.
The Danville and Grape Creek RR incorporated to buili
a line fron Danville to the coal mine area at Grape
C4WI began operating Doltcn to 22nd Street, Chicago.
Road terainated there for over a year due to liti-
gation with other lines with respect to crossings,
and with the city with respect to the location of
the terminal. Because trains of the Wabash RR were
vmable to reach the downtown section, they believed
their passenger fare should be $1,00 less than that
of the Alton froii St. Louis to Chicago. This started
a rate war which spread across tlie entire country,
some examples being $1.00 Chicago to St* Louis, and
$4.25 St, Louis to Boston.
In the meantime C^l freight trains continued to
use the PC&StL.
ETf^cC (including the Indiana Block Coal RR) leased
by the GScEI aid operated as the Terre Haute Division.
The Strawn and Indiana State Line RR incorporated to
construct a railroad from the C&EI main line at
Wellington Junction westward to Cissna Park, Illinois.
C&EI has it's first one million dollar gross revenue
year. Gross for the year ending August 31 was
Steel rail now in 68 miles of E&TH track - new
station buildings built at Sullivan, Carlisle, and
Courts finally clear the way for the C<StWI to build to
Van Buren Street, Chicago,
C&WI lay track across the Illinois Central RR (Wisconsin
Division) at night under police protection. The
following night track was laid across several streets
between 12th Street and Van Bufen Street.
Late in the month the C&WI abandoned it's right to
build to Van Buren Street due to the congestion that
another station (LaSalle Station was alreidy built)
The Danville and Grape Creek completed to Grape Creek.
The Indiana Division of the C&EI Bigiarck Jet. to
Covington, Indiana abandoned and rails raRcved.
1881 February 1
1882 January 15
Line of the C&WI built over the Lake Shore RR
under police protection and the road ooened
Dolton to 14th Street.
Arrangements made with the C&WI to build a line fron
South Englewood to South Chicago and for the C&EI to
use such tracks to reach the steel mills.
E&TH deed 1,U2 miles of track Garvin Street to
Fifth Avenue, fivansvilie to the L&N (fcrmerly the
Southeastern and St. Louis Ry), each company to have
equal trackage rights.
C&EI consolidates »dth the Danville and Grape Creek RR
forming the second corporation vdth C&El as initials.
Citizens of Southern Indiana vote an appropiation to
help extend the E&TH branch from Owensville to
Evansville Belt Railway incorporated and 3.77 miles
of main track built by the E&TH.
C&EI now holds UC$ of E&TH stock. F.W. Huidekoper
president of both companies.
Work underway on the belt line in Chicago being built
by the C&WI.
C&EI freight revenue reaches one million dollars.
C&EI extends line from Grape Creek to Westville, Illinois.
Danville to Westville line now extended to Sidell's Grove,
Illinois ever the section previously built by the
Danville, Tuscola and Western RR,
The Indianapolis and Evansville RR now completed from
W*«hington, Indiana to Petersburg, Indiana.
Regular service established Danville to Sidell's Grove.
Straws and Indiana State Line RR now complete and being
operated by the C&BI.
E&TH branch completed as far as the PD&E crossing at
E&TH branch completed to Mt. Vernon, Indiana. Cue passenger
train round trip Mt .Vemon-Princeton , one round tiip
Fort Br anch-Mt. Vernon,
All but five miles of E&TH rail now steel.
1884 June 16
1885 November 14
The annual report of the E&TH states that the average
life of their locomotives is fifteen years.
Work resumed on the Danville, Tusdola and Western.
Five roads leasing the C&Wl become equal owners
(C&EI, Erie, Monon, Grand Trunk and Wabash)
The Evansville, Wadiington and Brazil Ry organized to
build from Washington, Indiana to Worth ington, Indiana.
Pronoted by the E&TH RR who had acquired control of
the Terre Haute aixi Southeastern RR farther north.
C&WI decide to build passenger station at Polk Street,
Chicago. Contract let October 1, 1883.
Last five miles of E&TH laid with 60 lb. steel rail.
Adoption of Standard TIob Wiich eliminated miner
differences in time along the E&TH and C&EI.
That portion of the E&TH between Washington, Indiana
and Evansville, Indiana passed to the Evansville and
Indianpolis RR which had been formed in the interest
of the E&TH.
L&N bridge between Evansville, Indiana and Henderson,
Kentucky opened for service.
Through sleeping car runs established between Chicago
and Nashville, Tennessee via Evansville and the L&N,
and between Chicago and Indianapolis, Indiana via
Danville, Illinois and the IB&W RR.
the Evansville and Indianapolis, the Evansville,
Washington and Brazil, and the Terre Haute and
Southeastern were consolidated into the Evansville
and Indianapolis RR, the C&EI subsequently acquiring
the ct^ital stock of the new corpcration.
The Chicago and Indiana Coal Ry organized November 27 >
1885 to tate over the property of the Lake Michigan and
Ohio River Ry extending from Teddo, Indiana to Brazil,
Dearborn Station, Chicago completed.
C&EI declares first dividend - 2^ percent.
L&N sell their E&TH stock to the C&EI.
Indiana Railway company formed to take over property
of the Chicajo ani Great Southern Ry exteniint from
Fair Oaks, Indiana to Yeddo, Indiana.
Chicago ant Indiana Coal Ry takes over the Indiana
B&TH gain control of the Peoria, Decatir ani Evansville RR
(now the Illinois Central RR) >4iich was held \mtil 1894.
The Chicago and Indiana Coal Ry extends the line from
Fair Oaks, Indiana to LaCrosse, Indiana.
The Chicago, Danville and St. Louis RR incorporated to
construct a line from Sidell, Illinois towards St. Louis,
Missouri. Work began same ^ar using the gfade v^ich
had previously been constructed by the Danville, Tuscola
and Western RR.
C&EI bou^t by a syndicate in the interest of the Chicago
and Indiana Coal I^, stock being priced at 110.
C&EI announce olans to build a line from Moiaence, Illinois
to a pK3int tear Goodland, Indiana to connect with the
Chicago and Indiana Coal Ry. The Momence and State LineRR
formed to build that portion in Illinois, the C&IC to
build the Indiana portion.
The Chicago, Danville and St. Louis RR, and the St*awn
and Indiana State Line RR consolidated iidth the C&£I
thus forming the third comp«iy with C&EI initials.
The line completed into Tuscola during ths month.
C&EI had been endeavoring to build into downtown
Tuscola for several months but had been prevented from
doing so by the Indianapolis, Springfield and Western RR.
A large force of men ptrti to work at night and the line
completed before morning.
The line connecting the C&EI at Momence, Illinois and the
ChicagD and Indiana Coal Ry at Percy Junction, Indiana
The remainder of the Indiana Division of the C&EI from
Covington, Indiana to Coal Creek, Indiana abandoned and
trackage rights Banville, Illinois to Covington, Indiana
over the Ohio, Indiana and Western RR relingxiished.
Passenger trains of the C&EI made the following stops
within ChicagD after* leaving Dearborn Station: Archer
Avenue, 33rd Street, 49th Street, 63rd Street, Auburn
Junction, Aub\irn, Hammond Junction, Oakdale and Kensington.
1890 JanuAiy 20
1893 March 31
The saae group v4io controlled the Chicago and Indiana
Coal Hy (and now the C4EI) held substantial interest in
the Illinois Steel Coapany, and in turn the Diiluth and
Iron Range RR. The president, treasurer and pxa* chasing
agent of the C&EI held the saas position on the D&IH
at the same tioe.
Doubld track being installed Monence, Illinois to
Dolton, Illinois by the C&EI.
Chicago and Indiana Coal Ry stockholders vote to exchange
their stock for C&EI stock (both ccamon and preferred)
share for share.
ET-HStC stockholders meet in Terre Haute to make fomal
transfer of majority of stock to the C&EI.
Agreemedb signed for C&EI to operate the E&TH.
Line being surveyed from Tuscola, Illinois to Sullivan,
Illinois and plans being znade to continue to Shelbyville.
C&WI building second main track Doltc^ to Oakdale.
First year for a million dollar gross for the E&TH.
First off-line traffic office established by the C&EI
at Atltata, Georgia, joint w.th E&TH.
C&EI into Chicago suburban passenger business in a
serious way - bufclds an eight stall roundhouse at
Crete, Illinois to house suburban engines.
Trains now running Danville to Sullivan, Illinois.
Bridge ever the Okaw river completed. Is now the
longest bridge in Illinois.
Last rail laid Tuscola to Shelbyville. This was to
be the southern terainus of the Illinois line until 1896.
The name "Dixie Fljer" bom.
Contracts let for double tracking Moaence to Danville.
Chicago and Indiana Coal Ry leases its property to the
C&EI for 999 years.
D&IR loccaotives begin to appear on C&EI roster.
G&EI grants trackage rig Mis to the Caluaet and Blue
Island RR Chicago Heights to the Danville coal fields.
TOis company later became the Chicago, Lake Shore and
Eastern Bj and still later the Elgin, Joliet and Eastern Ry.
1895 January 29
1896 JjOy 24
1897 February 20
Contract let to build a branch line from Rossville,
Illinois to Sldell, Illinois (34i miles).
Terre Haute and Indianapolis RR (now the Pennsylvania RR)
makes contract for use of station at Terre Haute 1^ C&EI..
Rossville-Sidell braich completed.
Chicago, Paducah and Memphis RR chartered to be bviilt
from Altamont, Illinois to Metropolis, Illinois vdth a
branch from Johnston City, Illinois to Carbondale, Illinois
Survey of the CP&M completed Altamont to Salem, Illinois.
Chicago and Indiana Coal Ry consolidated into the C&EI
forming the fourth C&EI company.
C&EI passenger trains gross over one million dollars
for the first time.
Track laying on the CP&M complete Mt. Vernon, Illinois
to Benton, Illinois and in progress from Benton to
Service begins ai the CP&M between Mt.Vimon, Illinois
and Marion, Illinois - work still in progress nort'a of
CP&M rail reaches Mt. Vernon, Illinois thus completing
the line St. Elmo, Illinois to Marlon, Illinois. Eight
miles remain to be completed from St.Blmo to Altamont.
CP&M all complete and operatirig Altamont to Marion.
The Shelbyville Southern RR incorporated to construct
a line for the C&EI southward from Shelbyville to
ccHinect *d.th the CP&M.
Line completedk Shell^yville to Altamont and C&EI takes
over the operation of the CP&M.
C&EI purchases the line of the CP&M Altamont, Illinois
to Marion, Illinois as well as the coal mine bfanchds -
purchase price $1,400,000.00.
The mi on the approach to the White river bridge
south of Hazleton, Indiana gave way under train No. 5
at 3:00AM. Conductor and an undetermined niaber of
passengers were lost.
Chicago Heights Terminal Transfer RR incorporated.
1901 January 4
1902 March 27
C&EI enjp.ne No. 129 nandled a 2,200 ton train of 55
cars Danville to Chicago - considered quite a feat.
Collett Street station built in Danville, Illinois and
used until 1917.
The Eastern Illinois and Missouri RR incorporated to
construct a line from Marlon, Illinois to Thebes,
Illinois - also the Joppa branch.
About ten miles of the Eastern Illinois and Missouri RR
Eastern Illinois and Missouii RR conveyed to the C&EI.
C&EI purchase land at Dolton, Illinois for a new 3,000
car capacity yard.
C&EI purchase the ETH&C RR and the Indiana Block Coal RR,
Wiich had been operated under lease.
Marion to Thebes line comoleted. Through passenger train
service Established between Chicago and Texas via
Thebes and the Cotton Belt - cars were ferried across the
river for through movaraent.
Joppa branch completed.
C&EI, IC, St. Louis Iron Mountain and Southern RR,
St. Loxois Southwestern and the Missouri. Pacific RR fona
the Southern Illinois aid Missoiori Bridge Company to
build the Thebes bridge.
Chicago-Flcrida Limited established Chicago to
St. Augustine, Florida.
C&EI given trackage rights by the bridge company frcaa
Thebes, Illinois to Illao, idssouri.
Freelaid Park branch completed.
IC gives trackage rights to C&EI from Thebes to Bridge Jet.
Account coaplaints of the other users against the C&EI
having exclusive ttaffic rights on the C&WI, agreement
made giving ilve proprietory lines equal rights.
St.Lo\iis-San Francisco Ry buys control of the C&EI,
paying $250.00 for each share of coaraon, and J150.00 for
each share of preferred stock.
C&EI (>dth the St .Louis-San Francisco also & party)
enter into an agreeuEnt viiereby the CCC&StL would
double track their existinf kindle trade line fron
Pana, Illinois to Hillsboro, Illinois and build a
double* tracked cut-off from the latter point to
Mitchell J Illinois and the C&EI vould abandon olsns
to build their ovm line.
1903 January 8
A portion of the Rossville-Judyville branch acquired
in the nane of the Rossville and Eastern RR conveyed
to the C&EI - branch completed the saiae month.
The Eastern Illinois and St .Louis RR incorporated to
build a cut-off line ft cm. Woodland, Illinois to
Villa Grove, Illinois and from Findlay, Illinois to
Pana, Illinois in order to give the C&EI a competitive
line betvjeen Chicago and St. Louis and a service
connection vAth their parent line (the Frisco).
CRI&P gain control of the St. Louis-San Francisco and
thereby control of the C&EI.
As a result, passenger trains of the C&EI began the use
of LaSalle Street station in Chicago, leaving the tracks
of the C&WI and entering the CRI&P tracks at 79th Street.
C&EI expect to complete the work ot double tracking the
line Danville, Illinois to Clinton, Indiana ty the end
of the month.
C&EI trains discontinue the use of the downtown station
in Danville, Illinois and use the Collett Station (or
Danville Junction as it was known locally) exclusively
for their Danville work.
New C&EI yard opened for use at Villa Grove, Illinois.
C&EI inaugurates Chicago-St.Loiiis passenger sergice
with one nigH train in each direction using the CCC&StL
old main line Hillsboro to East St. Louis account the
new exit-off still under constrxiction.
1905 January 3
Hillsboro-Mitchell cut-off completed and freight service
inaugxirated and a day train added to the Chicago-
St. Louis passenger service.
The St.L-SW give the St.L-SF trackage rights between
lUmo, Missouri and Rockview, hELssouri and on May 25,
1905 these rights were assigned to the C&EI.
Thebes bridge placed in service.
1906 Aufxist 2U
1910 June 1
Franchises of the Eastern Illinois and St. Louis RR
(Woodland Junction to Villa Grove, Illinois and
Findl^7, Illinois to Pana, Illinois conveyed to the C&EI.
Third main track beinj constructed from Momence, Illinois
to NE Tower, just south of Crete, Illinois.
New northbound yard being built at Dolton, Illinois.
Shops moved from St .Elmo, Illinois (at >diich ooint they
had been located since the line was built )to Salem,
Illinois. Salem donated a strip of land one thousand
feet wide and two milee lon^ for the new yard.
St .Louis, }famphis and Southeastern and tihb St. Louis-
San Francisco RR erant trackage rights to the C&EI fron
Rockview, Missouri to Chaffee, Missouri.
C&EI now has 3U. locomotives and it became necessary to
enlarge the Oaklawn shops.
The line Villa Grove to Tuscola now double tracked.
Work in progress on the new E&TH passenger station at
Eighth and Main Streets, Evansville.
Vincennes, Indiana industrial track, one and one-half
miles long, being built.
A cutoff line built and now in use Bismarck, Illinois
to Starr, Illinois (2 miles) from >*iich ooint C&EI
frei^t trains used the Chicago, Terre Haute and
Southeastern Ry fcr 7 miles to Brewer Yard south of
Daiville. A better grade and improved movement of
freif^t trains due to less delay around the Danville
passenger station was the object.
C&EI owns 79^ of the E&TH conmon stock.
CRI&P sells St. Louis-San Francisco RR back to previous
owners. Thus C&EI continues under Frisco influence.
C&EI grants trackage riLg!*8 to the CB&Q between
HTjdgens Junction, Illinois and West Vienna, Illinois
thereby giving the Burlington a route to Paducah, Kentucky.
E&TH began dispatching trains by telephone.
C&EI fi'eight density 2,020,000 tons and the parent
company (Frisco) 520,000 tons, cr only about one-fourth
as much. Average C&EI freight train handled 561 tons,
Frisco trains 221 tons.
1912 April 29
1913 January 5
1916 February 20
1917 December 31
1918 January 1
1920 March 1
23^ of C&EI main track was 85 lb rail, 30^ was 80 lb,
and the balance was lighter.
C&EI takes over the operation of the Evansville and
E&TH and the Evansville Belt I^ consolidated vdth C&EI.
Eastern Illinois and Peoria RR organized to build a line
for the C&EI from St.Elao, Illinois to Peoria, Illinois
and sirvey started.
C&EI begins dispatching trains between Chicago and
Danville by telephone.
The first All Pullman Dixie Limited inaugiirated Chicags
to Pain Beach, Florida.
C&EI and Frisco Lines go into separate receiverships.
C&EI discontinues use of LaSalle Street station, Chicag)
and returns to Dearborn station.
C&EI passenger train revenue running abovt 25$ of total
gross - passenger revenue alnost equaled coal reven\»
for tha year.
Automatic Train control (Miller), the first in the
United States fcr a major installation, vras placed
in service on 107 miles of C&EI line.
Dearborn Station Annex bxiilt by the C&WI.
The Evansville and Indianapolis RR into receivership.
C&EI into Federal Control with all other carriers.
Projects completed during the year included a new
bridge over the Okaw river in Illinois, a new passenger
station at Danville, Illinois and a new bridge over the
White river in Indiana.
Off-line traffic offices all closed and all advertising
C&EI owns 25,659 firgi^t cars.
Railroads returned to owrwrs.
The Evansville and Indian^olis RR sold vinder foreclosure.
1922 January 1
1924 Febnuaiy 8
1926 March 1
1930 January 7
1933 April 18
C&EI grants trackage rights to the Evansville,
Indianapolis and Terre Haute Ry to enable them to
enter Evansville from Straight Line Junction.
C&EI Ej organized thereby forming the fifth company
with the same initials. Property transfer made
effective January 1, 1922,
Of all C&EI tonnage, 78^ originates on line.
Off-line traffic offices gradually being re-established.
That section of the road from LaCrosse, Indiana to
Brazil, Indiana known locally as "the old coal road"
disco ntin\»d operation.
As the new C&EI Ry began operation, the former
Evansville and Indianapolis RR property was not included,
nor the "Goal road" mentioned above.
C&EI grant trackage rights to the Illinois Central RR
to enablfi them to reach their east side property at
C&EI sells that portion of the line from Otter Creek
Junction, Indiana to Rockville, Indiana to the
Pennsylvania RR. Line had been operated under lease
by various companies sine June 13 > 1872. C&EI also
granted trackage rights to the PRR from the Junction
to Terre Haute,
e&EI begins use of the Mobile and Ohio freight house
in East St. Louis, Illinois.
Lincoln Fields Race Track com dieted at Crete, Illinois.
Alton and Southern ccainection with C&EI at Mitchell ,
Illinois opened for use.
Ovdrsize lettering on box cars came into C&EI use
early in the year - coal cars had carried them earlier,
C&EI acquires the Chicago Heights Terminal Transfer RR.
C&EI comes under influence of the C&O Ry as the
Van Sweringens gain control.
First air-ccnditioned dining cars come out of C&EI shop^.
C&EI petitions for receivership. Temporary trustee
appointed on September 15, 1933 and permanent appointment
made on October 10, 1933.
1935 March 1
1936 January 2
1945 July 23
1946 May 20
Products of Mines amounted to 71.7^ of all tonnage
originated on the C&EI. Of total tonnage handled by
the company, 58.7^ was Products of Mines,
C&EI discontinues use of their ov«i station at Evansville
and began the use of the L&N station for all trains.
The first "one night only" train placed in service
Chicago to Miami via C^I-IAN-NC&StL-ABC-ACL and FEC.
Competing roads followed three years later.
Ohio river flood leaves C&EI as the only line able to
pi*ovide service into and out of Evansville, Indiana.
Oaklavm Shops at Danville, Illinois bum.
Present C&EI trademark (oval vdth Saturday Evening
Post lettering) adopted.
Present C&EI RR, the sixth with the same initials,
incorporated. Property transfer made December 31, 1940.
Momenca to State line branch discontinued.
The first all coach streamliner placed in service
Chicago to Miami via C&EI-L&N-NC&StL-ACL and FEC.
Property transfer made to the new C&EI corporation.
Final decree made by the coiurt the following June (1941).
Best passenger train year in the history of the CS£1 -
nearly nine million dollars grossed l^y oassenger trains
for the year ($8,977,602.00).
CHTT completely dieselized.
C&EI takes over operation of parlor cars formerly
operated by Pullman.
Board authorizes CTC Clinton, Indiana to Evansville.
Mars lights standard equipsient on C&EI passenger trains.
First C&EI road Aiesels (Nos. 1100 and 1101) go into
regvilar passenger train service.
New light weight streamliners for Southern Illinois and
Indiana received from Pullman Standard Mfg. Co.
C&EI passenger station at Evansville sold to the city
during the ysar.
1951 May 16
Bald Hill cut-off placed in service in Indiana.
"The Georgian" placed in service Chicago to Atlanta,
First freiglt road diesels go into service.
Chicago Railroad Fair opens with C&EI engine 222
playing a part in the outdoor pageant.
C&EI inaiogurates pigf^yback freight service between
Chicago and St. Louis.
All C&EI passenger train service between Chicago and
St- Louis discontinied.
Chicago-Southern Illinois sleeping car service is
Line abandoned between Brother, Illinois and Maizetom,
Illinois on the Rossville-Sidell branch.
Freeland Park brmch discontinaed.
Last C&EI steam locomotive (1944) worked its regular
assignment at Vincennes, Indiana.
New Wansford Yard opened for service at Evansville,
First C&EI Canadian traffic office opened at Toronto,
Miller train control on the C&EI replaced with GR3.
C&EI, IC and Mo.Pac. purchase the Jefferson Southwestern RR
in Southern Illinois,
First welAed rail on C&EI - 2^ miles between Glenwood,
Illinois *nd Chicago Heists, Illinois placed in use.
Chic ago -Evansville piggyback fi-eight service established.
All C&EI local l.c.l. freight moving by truck.
Rail to barge coal transfer place in use at Joppa, Illinois
C&EI buys a one-tenth interest in the Illinois Tdrndnal RR.
C&EI piirchases the St. Louis and 0' Fallon Ry - nine miles
of line in the East St. Louis, Illinois area.
1957 January 15
Installation of radio coamunication begun on. C&EI.
C&EI no longer a party to the Chicago Consolidated
A Budel RDC car liegin servicel between Chicago and
The Chic ajp- Jacksonville, Florida sleeping car operated
on the "Dixie Flyer" since 1902 was discontinued.
The Terre Haute freight house moved fix>m v^jtown to
Baker Yard in full service at Teree Haute.
"The Dixieland" makes last trip Chicago to Florida,
leaving the C&EI vdthoub regular through sleeping car
service between Chicago and Florida for the first time
since early in the century.
Highest gross revenue in C&EI history (|38,273>878.00).
Freight train revenue also the highest in the history
of the company ($32,650,379.00).
That portion of the line Danville, Illinois to Clinton,
Indiana being converted to single track vdth CTC.
Union Station at Terre Haute, Indiana built in 1392
C&EI General Offices move from Chicago to Chicago
All passenger train service on the C&EI between Chicago
and Southern Illinois discontinued.
Hearing being held before the ICC examiner to determine
^o magr control the C&EI.