Chicago Ottawa & Peoria:
The Illinois Valley Railway
by Stephen M. Scalzo
Headline image: This photo from the early years of the CO&P was taken at Bureau, looking east on Chicago at Nebraska. Stephenson-built car 62 was acquired secondhand in 1904 but didn't last long in passenger service; it was rebuilt into a line car and later destroyed by fire in 1913. All photos are from the Stephen Scalzo Collection of the Illinois Railway Museum except where noted.
The Chicago Ottawa & Peoria Railway was but one of the many electric interurban companies throughout the United States that developed after the turn of the century. The interurban, appearing during the days of poor roads and undependable automobiles, held a bright promise of frequent, fast passenger service, and nearly every city or town looked hopefully for a connection with a proposed line. The well-established steam railroads usually fought the development of the electric interurban; however, the public welcomed the interurban because of the frequent service offered that was free of cinders and dirt and because for short trips, the interurban was a good transportation alternative to the horse and buggy. The Chicago Ottawa & Peoria Railway (CO&P), built piecemeal through several corporate names, operated from Joliet west down the Illinois River Valley to Princeton, with branches to Ladd and Streator. The ultimate dream of the company was to be linked in a Chicago-Peoria-St. Louis system, but this dream was never realized.
The first move in the establishment of the system was the purchase and uniting in 1900 of the local street railway lines and the gas and electric lighting plants in LaSalle under the name of Citizen's Lighting Company (which was later allied with the Illinois Valley Railroad Company). The earliest predecessor of the CO&P was incorporated on December 27, 1901, as the Illinois Valley Traction Company, which was the nucleus and one of the most important parts of the later, larger system. During 1902, the company built the first 24.48-mile segment of trackage from Ottawa to Ladd. On October 17, 1902, passenger service began on the Peru to Spring Valley line, and on December 20, 1902, the first car operated into Ladd from LaSalle.
LaSalle city car 1, pictured on Main near Hennepin, was built in 1890 and destroyed in a carbarn fire in 1902.
Double-truck car 52 was one of the Illinois Valley line's earliest interurban cars, though in reality it was more of a suburban car. It is shown on Main Street in Ladd around 1904.
On July 1, 1904, the line was deeded to a new company, the Illinois Valley Railway Company (incorporated on June 27, 1904), more commonly known as the "Ivy Way." The Illinois Valley Railway Company (IVR) then purchased the Ottawa Marseilles & Morris River Railway Company (incorporated on December 29, 1902), which consisted of seven miles of trackage from East Ottawa to Marseilles. In order to help fund an extension from DePue into Princeton, the citizens of Princeton subscribed to over $100,000 in bonds. The company then constructed 15.77 additional miles of trackage between Marquette and Princeton and 5.6 miles of trackage between Marseilles and Seneca during 1905 and 1906. On February 15, 1907, the first interurban car was operated into Princeton with much ceremony. On June 15, 1907, the company purchased 4.31 miles of right-of-way and partly completed trackage between Spring Valley and Marquette from the receiver of the Marquette Spring Valley & Northwestern Railroad Company (incorporated on June 17, 1901). Construction of that line was completed in June.
On June 1, the 57.27 miles of trackage of the IVR from Princeton to Seneca, and the Spring Valley to Ladd trackage, was leased to the CO&P (incorporated on April 19, 1907), which purchased the property on April 15, 1908. On September 20, 1907, the CO&P purchased the property of the Peoria Streator & Ottawa Railway Company (incorporated on March 1, 1906) for a line from Peoria through Streator to Ottawa. The property purchased consisted of 1.2 miles of right-of-way and a portion of the material needed to construct the line from Ottawa to Streator. During 1909-1910, the CO&P completed that trackage, then constructed 10.8 miles of trackage from Seneca to Morris. During 1911-1912, another 22.1 miles of track was built between Morris and Joliet, giving the entire system a total of 107.37 miles of electric interurban operation.
City car 10 was one of two acquired secondhand in 1908 for local service in Princeton. It is shown working in that capacity, probably around the time it was purchased.
This awe-inspiring fill was located east of Minooka. Car 43 is eastbound toward Joliet on July 25,1912.
Electricity for the interurban was generated from the Marseilles power plant, which had a capacity of 4,500 horsepower, and could be generated by either water or steam. The original power plant was located at LaSalle, and it was used until the Marseilles plant was completed in 1912. The company owned and maintained a three-phase 33,000-volt wood pole transmission line which extended the length of the system. The electric current was sent along the high tension wires from the power plant to 10 rotary converter substations located about 10 miles apart along the tracks, at which points the current was reduced to 600 volts direct current and fed into the overhead trolley wire. The overhead trolley wire was single-suspension from 30-foot cedar poles from Seneca to Princeton and from Spring Valley to Ladd, while catenary suspension was used from Seneca to Joliet and from Ottawa to Streator.
Initially, speed was unimportant to the interurban system because the largest transportation competition at the turn of the century was the horse and buggy. An old timetable shows that a 33-mile trip took 2.25 hours, or an average of 15 miles per hour. The surface of the country over which the trackage of the CO&P was built was broken, and in places was very irregular, requiring several bridges, sharp curves, and heavy grades. Thus, high-speed operation was not possible. Between Joliet and Split Rock (58 miles) trackage had good curvature and grades; the minimum curve, except through cities, was six degrees, and the maximum grade was about 1%. The maximum grade for the entire line was at the Illinois Central Hill in LaSalle, which was 8%. Except where it ran on city streets, the trackage was located on private right-of-way which varied in widths of 75 to 100 feet, with several short distances of 25-foot width.
Car 41, shown boarding passengers at Utica, was a deck-roof suburban car of modest size and speed that was typical of the Illinois Valley line's early rolling stock.
CO&P 81 was a heavy wooden interurban car purchased in 1909 from the East. St. Louis & Suburban. It's shown stopping at the frame station building at Marseilles.
The system was essentially single-track, laid with 60- and 70-pound rail on white oak ties with sidings located about 2.5 miles apart. For safety, a block system of signals, similar to that used on all the steam roads, was installed to reduce the possibility of accidents. Originally, the line was ballasted with gravel, but cinders and pea gravel were used as ballast in later track rebuilding. There were about 40 bridges between Morris and Joliet, and about seven wooden trestles west of Peru. A number of excellent combination substations and depots existed, and other stations ranged from elaborate structures to mere shelter sheds or signs denoting stops.
The original rolling stock of the interurban system consisted of 11 wooden-bodied double-ended cars that sat high on their trucks. Heavy cowcatchers protected each end, and the platforms on each end were wide enough to carry milk cans, chicken crates, produce, and packages. In 1911, new dark green all-steel "turtle-topped" cars with beautiful stained-glass arches over the windows were purchased. These 47-ton cars were equipped with four 100-horsepower motors and carried 60 passengers. The rear platform was reached by three high steps, but the front platform was gone, and the motorman was tucked away in a small corner cab in strict privacy. All cars had two compartments, the smoking and the ladies parlor. The smoking compartment had rattan seats and plain wooden floors, while the parlors were carpeted, contained plush upholstered seats, walnut finish, and lights tastefully grouped in clusters. The interior lights of the interurbans burned day and night, for by their brilliance or dimness, the interurban crew could judge the amount of power in the overhead trolley wire. The lack of lights was instant knowledge that the trolley pole had jumped off the wire. A number of work cars were used, and for local streetcar service in LaSalle-Peru, eight single-truck cars were operated.
A classic scene on the CO&P: big interurban combine 261, built by Danville in 1911, loads LCL freight from a horse-drawn wagon in front of the interurban depot in downtown Princeton.
This early photo depicts a far less common type of passenger operation on the CO&P. Unique homebuilt steeplecab 25 tows a trio of 150-series suburban trailers down Main Street in Princeton.
Initially, for the purpose of determining passenger fares, the system was divided into a number of divisions, each with a 5-cent charge. The only card tickets used were return trip tickets, and no single-trip tickets were sold. Three styles of ticket books were used. One was a commutation book issued for an individual to travel between two given points. Another book contained 100 coupon tickets with a face value of $5.00, and was sold for $4.50. The last was a book of 100 ticket coupons on which rebates were given if the book cover was returned within specified time limits. Each car had a big square fare register box and it had, in addition to its pull rope, a shaft which the conductor turned to properly record the different types of commutation he received, such as cash, tickets, or coupons.
Most passenger traffic was evenly distributed between a comparatively small number of medium-sized towns. The bulk of the traffic, however, was handled on the section of line between Spring Valley and Ottawa. Generally, less than half of the scheduled trains were through trains between Joliet and Princeton, with others operating between Ottawa and Ladd, Ottawa and Princeton, LaSalle and Ladd, LaSalle and DePue, LaSalle and Princeton, Joliet and Ladd, Joliet and Ottawa, or Ottawa and LaSalle. During the early years of heavy operational traffic, hourly passenger service was maintained to even the extremities of the system, with proportionately more frequent service to Ottawa, LaSalle, and Peru.
Car 58, an attractive Robertson semi-convertible built new for the Illinois Valley line in 1903, boards passengers at Country Club, a minor stop between Bureau and Princeton near the west end of the system. The flag on the car's corner post may indicate a second section is following.
The interurban became a means of cementing strong business and social bonds between the cities of Joliet to the east, Princeton and Ladd to the west, and Streator to the south. Business boomed from the start. Ladies began speaking casually of shopping in LaSalle and other cities, local fishermen rode to choice points along the Illinois River, and farmers and businessmen began making steady use of the interurban. The interurban brought about the development of educational projects such as Chautauquas, fairs, and public gatherings of all kinds. The company operated Illini Beach Park, comprising of 22 beautiful wooded acres, located four miles south of Ottawa. It was also the only line directly reaching Starved Rock Park (however passengers had to cross the Illinois River by ferry to reach the park), located seven miles west of Ottawa on the south bank of the Illinois River. Many other resorts were located along the line, and during the summer season thousands of pleasure seekers made use of the travel facilities offered by the interurban. During 1914, through limited interurban service, consisting of one train each way daily, was established between Chicago and Starved Rock, catering mainly to picnic parties. Only a limited amount of freight service was developed, except for a large carload business done from Spring Valley west and from Marseilles east.
On December 31, 1922, ownership again changed hands when the system was consolidated with William B. McKinley's Illinois Traction System, after which the system became known as the Illinois Valley Division of the Illinois Traction System. The McKinley Syndicate included many public utilities, but the traction part was a large interurban system connecting Peoria, Springfield, St. Louis, Decatur, Danville, and many other Illinois cities. Although the CO&P represented an investment of about $15 million, it was in reality but a small portion of what became the McKinley properties.
Modern arch-roof city car 113 is shown in city service in Peru, year unknown. The motorman's name is Bain, while the conductor is William Canley. The streetcar was delivered to the CO&P new in 1914.
The year is 1922 and deck-roof city car 115, purchased secondhand the previous year from Galesburg, is in service in downtown LaSalle. This car would last only until 1926 before being dismantled.
McKinley had plans for using the CO&P as a means of connecting his downstate interurban system with Chicago, as it would have taken the construction of a relatively short line between Streator and Bloomington or Mackinaw, or between Bureau and Peoria. Interurbans would have been able to operate from St. Louis over the existing downstate trackage to the connection, over the proposed trackage connection to the existing CO&P tracks, over that trackage to Joliet, then onto connecting trackage of the Chicago & Joliet Electric Railway and the Chicago Surface Lines into the Chicago Loop. However, that connection was never built because the development and improvement of the automobile and highway system was changing the transportation picture, and also because of the Great Depression. By 1920, concrete roads stretched over the country, and automobiles rolled where once horses and carriages plodded. The trucking industry began to move, and by 1925 motor buses began competing with the interurbans for passengers. Automobiles mass-produced were sold at a price within the reach of many of the working class people. As people began to rely more on the automobile to reach work and places of amusement and recreation, interurban travel became outmoded.
During the 10 years or so following the McKinley takeover, the glamour of an interurban ride began to fade. In vain, the railroad management tried excursions, lower fares, and inducements of every sort. Operating expenses were cut as traffic decreased. In a commendable effort to economize, the company became a pioneer in the operation of lightweight cars, purchasing a fleet of 17 one-man cars in 1924. These new units weighed only 18.5 tons, were equipped with four 35-horsepower motors, and carried 54 passengers. The new cars were painted yellow in compliance with a new state law requiring the use of conspicuous colors to minimize the chance of accidents. The cars were developed with the idea of providing a type of equipment which would attract increased patronage by affording greater convenience and comfort to the passenger; they were also designed to present an appeal to the prospective rider which was accomplished by an attractive and inviting general appearance. With the new cars, a different system of dispatching trains was utilized. Instead of conductors and motormen leaving their cars at various switch points in order to receive telephone orders, the interurban operator, wearing a telephone set around his neck, was able to plug in on telephone connections without leaving his cab.
The 1924 lightweight cars were striking in their appearance when new. Car 65 shows off its attractive livery (the "football" herald on the side reads "Illinois / Traction System / Service") and lines. Note that the front platform is not as deep as the rear platform.
Car 64 is pictured in LaSalle, eastbound on 1st Street about to turn south on Union and thence enter private right-of-way en route to Split Rock, Ottawa, and its destination, Marseilles. This car is preserved today, albeit heavily rebuilt, at the Illinois Railway Museum.
On August 3, 1924, the new one-man cars were put into regular service, replacing all other passenger equipment. The new equipment effectively achieved its purpose by the reduction in cost it produced. Maintenance costs dropped by 73%, power use by 43%, and platform costs by 27%. With the new cars, operating costs dropped to about half of what they had been, and a return to more frequent service using the new equipment brought an increase in patronage. Hourly service was again tried out of Joliet, with trains alternating between Spring Valley to Ladd and to Princeton, with two-hour service to Streator. With those savings, the investment in the new cars would have been paid for in four years. However, it was not enough to counter mounting financial problems. In 1928, service had been reduced to two-thirds of that offered in 1919, and from then on, service gradually dwindled to practically nothing. A potentially profitable freight and express business was never fully developed and marketed, so passenger service provided the bulk of the revenue. With declining patronage, the company's net profits dropped from $178,000 in 1922 to $112,000 in 1926.
Plans for through operation into Chicago and extensions connecting with the downstate system, renamed the Illinois Terminal, were never lost sight of. However, the connection into Chicago over the Chicago & Joliet Electric Railway and the Chicago Surface Lines was impractical for either freight or through passengers because the increasing automobiles congestion would have interfered with operations over the considerable amount of street trackage in Joliet and Chicago. This left the system a country trolley that paralleled the modern high-speed Chicago Rock Island & Pacific steam railroad, competing with a network of good concrete highways.
Car 75 is snappy in full ITS regalia with Illinois Valley Division sub-lettering. It's signed for Streator, placing this photo prior to the abandonment of that branch in August 1928.
The Western Clock Company in Peru, better known as Westclox, was a significant source of traffic. This photo taken at Westclox around 1930 at shift change shows suburban car 56 pulling trailer 155 (both wear painted-on badges with their car number and "Westclox Special") while city cars 110, 114, and another arch-roof car of that type are visible in the background.
The end was in sight for the interurban, but contraction and final abandonment of the system came slowly. The Spring Valley-Ladd branch was abandoned on July 1, 1923, and on August 25, 1928, operations on the 17.2-mile line between Ottawa and Streator were abandoned. In March 1929, the company applied to the Illinois Commerce Commission to abandon the 13.3-mile line from DePue to Princeton. Businessmen in Princeton protested; however, on July 8, 1929, an enormous summer storm undermined the tracks in many places and washed out 10 small bridges between Princeton and DePue. The storm damage played an important part in the abandonment, as the company indicated that the cost of repairing the roadbed would be prohibitive. The company stated that the traffic the interurban enjoyed or could be expected to enjoy in the future did not justify the expenditure of monies necessary to make repairs. Despite protests, formal approval was given to abandon the trackage on July 24, 1929.
On September 29, 1929, the Illinois Valley Division of the Illinois Terminal Railroad deeded property consisting of 72.9 miles of line between DePue and Joliet to a new, final organization called the Illinois Valley Railroad Company (IVRR). During 1930, the IVRR constructed a 3.18-mile freight belt line through Ottawa to eliminate awkward street trackage, making one final attempt to attract more freight business in order to increase earnings. However, the Depression was too much for the company, and the entire system was abandoned on May 13, 1934.
Cab-on-flat locomotive 1523, which arrived from the IT in 1928, is shown at the far eastern end of the CO&P in Rockdale.
Tired-looking lightweight car 66 has been stashed in a stub siding on the west side of Peru between runs. It has its storm windows installed along with a visor over the motorman's window, an in-service addition that may have been borrowed from Chicago & Joliet Electric practice.
The Chicago Rock Island & Pacific Railroad assumed the freight business, serving industries in LaSalle and other cities and towns along the line. The track and bridges located on the open right-of-way, overhead wires, bridges, etc. were sold and dismantled. Passenger cars in good operating condition were sold to the Illinois Terminal Railroad, and those obsolete or beyond economical repair, along with electric locomotives and freight cars, were sold and scrapped. A major portion of the right-of-way was sold to adjoining landowners, and the substation buildings were sold for various other uses.
The Illinois Valley Railway played an important part in the history of the area, but within a few years it was barely missed as automobiles, trucks, and buses, took over completely and capably. The story of this interurban is the story of hundreds of other such lines all over the country, some lasting shorter periods of time, some longer, but nearly all suffering the same fate for almost the same reasons. Each system had its own interesting history as it touched the lives of the communities it served. Today, the Chicago Ottawa & Peoria Railway remains only in memories, some newspaper records, and old photographs.
This article was edited and laid out by Frank Hicks. Thanks to Ray and Julie Piesciuk and to Richard Schauer for making available the materials from the Stephen Scalzo Collection that were used to publish this history.
Editor's note: This is the 50th railway history article we've published on the blog from Stephen Scalzo's collection of historic documents, photos, and manuscripts. We only have a few more to go before we run out of Illinois electric railways!
Chicago Ottawa & Peoria Memories
from Glenn L. Sticken
The Slide
A spot or stretch of about 400 feet of track known as "the slide" between Spring Valley and Marquette, and near milepost 17 east of the Princeton end of the line, was known by every employee of the old CO&P line - and by many thousands of passengers too.
This trouble spot was located on high hillside, and it was over a soapstone formation which gradually let the hillside slide down, taking the interurban track slowly with it.
To combat the slide, especially in early spring wet weather, the CO&P had three 1000-series dump cars always loaded with clinkers at the DePue Zinc Plant.
One stretch of about 80 feet of the general slide area always slanted or leaned toward the downhill side. There was a permanent five or 10 mile per hour train operation over this more dangerous spot.
Over the years, the CO&P dumped hundreds of cars of cinders and clinkers to fight the slide. In later years they dumped less and perhaps by doing this, the less weight on the tricky soapstone kept it from sliding so rapidly.
What a thrill it was to be riding on the downhill side of the big old 260-series cars, and how it did lean, even if only scarcely moving.
This thorn of operation was there to contend with for the entire operational days of the interurban, and every employee so faithfully obeyed the slow speed rule, that never an accident occurred at this treacherous spot.
Box motor 302 is at Spring Valley towing a pair of 1000-series four-wheel gondolas, with another two in the foreground, probably in the kind of maintenance-of-way service mentioned in the story of "the slide."
Accident at DePue
In the year 1916, or very close, a fatal accident or electrocution happened at the Chicago Ottawa & Peoria interurban railway substation at DePue.
The victim was a single fellow of around 30 years of age by the name of Doherty or Daugherty from Ottawa. He had a very likable personality and was a cooperative employee. He may have worked up and down the system on the substation swing jobs. In addition to his substation electrical duties, he also was agent and ticket seller at DePue.
It was a necessity to have a DePue substation operating, and with the help of Battery Station about two miles out of Princeton, to get the electric passenger trains and freight motors up the long, winding hill from Shaffers Crossing to Princeton.
The large DePue substation was well built, and showed the typical Illinois Traction System likeness. It stands to this day, well maintained, and serves as our local doctor's office.
For electric interurban operation, the power rule was 33,000 volts AC on the high tension line, and into outside transformers to cut it down before entering the substation. It was then converted with a dynamo to 600 volts DC, to be put out on the trolley wire. This also was the DePue setup.
The local jeweler in DePue, a man of small stature by the name of Lindbloom, and likeable substation operator Daugherty became good friends.
Jeweler Lindbloom kept asking Daugherty to magnetize or de-magnetize some small tools for him such as pliers or screw drivers.
Finally, a day was selected, and after the second westbound car, between 9 and 10 AM had unloaded the fresh Orsinger Bakery products, shipped down from LaSalle to DePue for Frey Bros. store, Daugherty set about to please his friend Mr. Lindbloom.
One rumor was that substation operator Daugherty and Lindblom were trying their electrical experiment on the big dynamo or the AC-DC converter. This was not true, as the two men were at the more eastern end of the substation, and were experimenting around some open wiring, switches, or transformers.
Substation operator Daugherty was standing on a wood block or box, and was presumed to be quite safe. His good friend Mr. Lindbloom was standing on the concrete floor and unintentionally put his hand up on Daugherty's shoulder, which was then a perfect ground for their electrical experiment.
Daugherty received the full electric charge, which was fatal on the spot. Stories are that his body immediately turned black, and all hope of life was given up.
Mr. Lindbloom was badly shaken up and his face was twisted out of shape somewhat. Through fate he survived the fatal experiment, but was never the same, and shortly after, he sold his jewelry store and left DePue.
The DePue substation had its definite need or purpose, and operated until 1934, when the entire interurban line was abandoned. Today on the same spot where likable Mr. Daugherty was killed, our local doctor may work daily at his profession. The high voltage is gone, but the building and memories are still there.
The Hill at Spring Valley
We know the old Chicago Ottawa & Peoria interurban line was handy and useful, and had a purpose in its day. For shopping to nearby cities, men commuting to and from work, a visit with relatives up or down the Illinois Valley, or perhaps a cooling Sunday ride, the interurban was the handy servant of the day.
My memory goes back to one fear I had of riding the interurban. As a small boy and living at Marquette, our red siding mine home was scarcely 30 feet from the track. A shopping trip to Spring Valley, up and back on the interurban, and a dish of ice cream at Sanitary Ice Cream Parlor, just before return car time was out of this world for a 9-year old boy. Loaded with bundles, usually my mother and I boarded the return car home from Spring Valley's St. Paul Street stop.
To me, the big 260-series cars and 500-series trailers, were almost as dear as a human being. Even with my love for these fine old cars, I had one great fear too.
My thoughts and hopes were that when our return car came up the long, steep, five-block Greenwood Street hill, and stopped at St. Paul Street, only one block from the top of the hill, that they would not be pulling a passenger trailer, and that my mother and I would not have to board the trailer.
My fear was that when the motorman would start the heavy two-car train on the steep hill, he might jerk the trailer a bit, and it would come uncoupled, and roll back down the steep hill. No doubt I had heard of CO&P car 42 running away down the hill a few years before, and that did not pacify or settle my fears any. I know I did put up a howl and disapproval when we had to ride in a trailer up the hill. Perhaps mother gave me a good hand and arm wrenching, and we boarded the trailer in the end - but to my complete dislike.
In later years I could see with air brakes, that should the trailer become uncoupled the break in the air line would set the brakes immediately, and stop both cars. So no matter how far we go up the ladder of fame in later years, some boyhood fears are never forgotten.
Holdup of the CO&P Interurban Car
December 3, 1917, is a date that will never be forgotten by Herman Kammerer of Ottawa. It was [on that date] that 13 escaped convicts from the Joliet penitentiary seized an interurban car on which Kammerer was conductor, and compelled him and nine male passengers to exchange clothing with them. The passengers were robbed at gunpoint of their money and valuables, and all except two were put off the car as the convicts continued their flight in the electrically powered interurban coach. The two passengers who stayed on the car were an Ottawa woman and her husband. The woman had fainted as the result of her harrowing experience. The 13 convicts had sawed their way out of solitary at the penitentiary, overpowered a guard, and seized his key to the outside gate. The saw had been smuggled into the prison.
The escape took place on a Sunday night, and the convicts fled into the country west of Joliet, hiding out overnight under an interurban bridge. About 7:00 in the morning, they went to a small grocery, cigar store and interurban waiting station at DuPage Crossings, six miles west of Joliet, where at gunpoint, they forced the proprietor and his wife to feed them. One of the men had a sawed-off shotgun, two had revolvers, and the others carried beer bottles as weapons. They had obtained the guns after escaping from the prison, presumably by breaking into a building near the DuPage River. The convicts tied the store proprietor to a chair, and threatened his wife, but did not harm them. They noticed a time card on the wall which showed the interurban car, eastbound, was due at 9:40, and would return, westbound, at 11:30. They remained in the store until the car arrived on its westbound run, meanwhile eating almost all the food that was in the place. When the car stopped at DuPage Crossing, the fugitives boarded it, with guns drawn, ordering Conductor Kammerer and the passengers to hold up their hands. One of the convicts forced the motorman, Neil Richards, to leave his cab, while the convict took over the controls of the car. Some of the convicts wore striped prison garb, while others had khaki trousers and jackets. They took the trousers, suit coats, and overcoats of the passengers.
Lying on the rear seat was a grip owned by Conductor Kammerer, in which he had some money, the tickets he had collected on the run, and a 22 automatic pistol. The grip was not locked, but one of the convicts ripped it open with a knife, taking the money and the gun. Kammerer's railroad watch also was taken. Kammerer was forced to swap trousers with one of the convicts, but was permitted to keep his conductor coat. The passengers were put off the car at a point known as Hawk Yard Siding. Kammerer phoned the interurban dispatcher, and the Grundy County Sheriff was alerted. A posse was organized and set out in search of the fugitives. The fire alarm signal was sounded at Morris, and the public warned the convicts were in the area. Two miles east of Morris, the trolley pole became disconnected from the overhead wire, and the convicts assumed the electric current had been turned off. They abandoned the car and fled in different directions.
At 6 AM Tuesday morning, five were captured in the railroad yards at Morris, another was arrested in a Morris barber shop, two on a gravel road, and two in Holderman's barn, east of Seneca. Two others were captured by Seneca Police Chief Patrick Judge while eating a meal at the lunch counter of Johnson's restaurant in Seneca. A Seneca resident named Donaldson, who was one of the passengers forced to swap clothes with the convicts, had recognized his overcoat on one of the men in the restaurant, and summoned Police Chief Judge. Judge collected rewards of $100 each for capture of the two men. All except one of the fugitives was rounded up and returned to prison.
The convict who made good his escape was captured in 1950, in Georgia, while attempting to hold up a liquor truck. Meanwhile he had served a term of five years in a Georgia prison for a crime committed after his escape from Joliet.
To this day, Conductor Kammerer jokingly states he never did get his watch back.
The Runaway
This "human interest" story of the old CO&P interurban line was related to me by Mr. Ed J. Coveny of Webster Park. Today "The Coveney's" fine modern home and 20-acre beauty spot has many hundred feet of clean, well-mowed grass, that was once the old CO&P right-of-way at the southeast edge of Webster Park.
Back on the snow-covered day of January 14, 1919, a young man, some years younger than he is today, was instructed by his father, Dr. Coveny of Spring Valley, that it was necessary for the son to make a business trip to Peru for Dad.
That was not too much of a chore or inconvenience, as the CO&P cars ran quite often between the two cities. Young Mr. Coveny with plenty of pep to spare decided the regular car stop in front of Spring Valley City Hall was just a little too routine, and decided to walk on down the hill and purchase his ticket at the Sanitary Ice Cream Parlor, and board the car to Peru at St. Paul Street.
The City Hall stop and start-up was also the instructed spot to test all train air brakes before starting down the steep Greenwood Street hill. In a short time car 42, bound for Peru, made the City Hall stop with Motorman Hildabrand at the controls, and with about eight or 10 passengers on board. It cannot be said if the air brake test was made or not, before the car crossed Erie Street and down the steep five-block Greenwood Street hill, but for some reason the air brake failed.
As young Mr. Coveny stood at the St. Paul Street curbing bound for Peru on his business trip, car 42 failed to slow up or stop and whizzed right on across busy St. Paul Street and luckily did not hit a person or vehicle. We know by this time the interurban car was out of control and Motorman Hildabrand was doing all in his power to stop it. No doubt the hand brakes were set very tight, but with the snowy, wet rails, the car could have slid as if on greased rails. Even with the car picking up momentum very rapidly, Motorman Hildabrand and his terrified passengers stayed in the car.
When the runaway car reached the curve at the bottom of the hill, no manmade wheel or car could get around the curve, and the car shot off very near straight on down the hill about 75 feet. Some say the wood and steel car rolled over once and some say it did not. The heavy undercarriage, wheels, and motors did help to keep the car upright. By the kind hand of luck or fate, no one was killed or seriously injured. In that day a weak heart was almost unheard of, which was also another stroke of good fortune.
Car 42 was almost completely wrecked or beyond car body repair, and a few days after the wreck, CO&P Car Shop men from Ottawa salvaged the car's trucks, motors, and wheels. The remainder of the car was burned on the spot. There was never another passenger car 42 on the CO&P line.
In the last 15 years of CO&P operation, and until abandonment in 1934, I doubt if any motorman who started down steep Greenwood Street hill did not think or remember the car 42 runaway.
Our good friend Mr. Coveny tells me he very near beat the runaway car 42 to the bottom of the hill, when it sailed by him at the St. Paul Street curb and he could see what was taking place. He was certain fate was with him when he decided not to board the car at City Hall stop. Then a plenty worried father Dr. Coveny hurriedly drove to the wreck scene, certain that son Ed was headed for Peru on the ill-fated car. What a parental joy and relief to find his son had not been able to board the car at his desired St. Paul Street stop.
Deck-roof interurban car 41, shown here in Princeton in 1908, was of the same series of car as the ill-fated CO&P 42 that met its unfortunate demise in Spring Valley in 1919. This car remained in service until it was scrapped in 1926.
The Basketball Special
In the years around 1920, automobiles were still not too plentiful, and many events and doings were reached by the old Chicago Ottawa & Peoria interurban railway.
The event for this "human interest" story centers around basketball rivalry, between Streator High School and LaSalle-Peru High School. There was nothing finer or commanded more attention or added prestige to a visiting basketball team than to arrive in their opponent's city by special train. Thus, the Streator team and fans chartered a special train on the CO&P to LaSalle.
The Streator group seemed as if they all wanted to travel together. In some way it was decided to pull two of the big 500-series passenger trailers behind one of the 260-siers motor passenger cars. All went well on the fairly level prairie running track from Streator over to Ottawa and down to Split Rock. As the three-car train headed west, shot up the incline and then had to shut off for the sharp curve at Split Rock, the heavily loaded train was too much for the lead 260-series motor car, and they stalled on the curve. Try as they might, they could not get off the curve .To double the train meant two trips to Rockwell Siding, very near two miles away.
Game time was fast approaching and tempers were starting to flare. Alas! a plan was devised and tried. All passengers de-trained, and one trailer was uncoupled, and the motor car and one trailer were able to get around the curve. Then the passengers from three cars were sardined into two cars, and pronto they rolled wheels west for LaSalle - all arriving at the sporting event. During the game, the chartered train crew returned light to Split Rock and retrieved their empty trailer they had left behind and returned to LaSalle.
At the conclusion of the game, the train had been wyed and made ready for the return trip to Streator. The three-car train may have proceeded as far as Ottawa Shops, and many are of the opinion that another 260-series motor car was put in service and each motor car then had one trailer, as it is very doubtful if one 260-series motor car could pull two heavily loaded trailers of basketball fans up the long, steep South Ottawa hill.
The fans may have been delayed some here and there on their trip, but everyone made it safely. Oh yes! - your author forgot who won the basketball game.
When it comes to interurbans, it doesn't get much more classic than this. A CO&P 260-series interurban combine built by Danville in 1911 (per ITS practice, the big CO&P combines had a baggage door only on the right side) pulls a matching 500-series trailer, possibly in a chartered train like the Streator to LaSalle basketball special.
Roster of Equipment
City Cars
1-6 (six cars) - St. Louis, 1890 - ST DR closed - McGuire truck, 2 x WH motors - all but car 6 destroyed in carbarn fire 1/15/1902
7-8 (two cars) - St. Louis, 1893 - ST closed - McGuire truck, 2 x WH motors - destroyed in carbarn fire 1/15/1902
4, 6 (two cars) - builder unknown, 1902 - ST DE open - L 29'6", W 7'6", K-10 control - secondhand cars acquired 1908 for Princeton city service, scrapped by 1921
9-10 (two cars) - builder/year unknown - ST DE DR closed - Brill 21E truck, 2 x GE 52 motors, K-10 control - secondhand cars acquired 1908 for Princeton city service, scrapped by 1921
20-22 (three cars) - St. Louis, year unknown - ST open trailers
21-22 (two cars) - St. Louis, 1891 - ST DE closed - Wt. 20,000 lbs., McGuire truck, 2 x WH 69 motors, K-10 control - acquired 3/1902 from Danville Street Railway & Light 23-24
81-83 (three cars) - Danville, 1910 (ord#530) - DT DE DR closed - L 46'3", W 8'10", Wt. 52,800, 44 seats, Brill 27GE1 trucks, 4 x GE 80 motors, K-28 control - acquired 1/1924 from Illinois Power & Light (Bloomington) 81-83, sold 1/1925 to Illinois Terminal 401-403 (Danville)
101-107 odd (four cars) - St. Louis, 1902 (ord#264) - ST DR closed - L 29'4", W 8'0", Brill 21E truck (originally DuPont truck), 2 x GE 67 motors, K-10 control - car 101 traded 1923 to NIL&T (Ottawa) 101 in exchange for 103; 103 traded 5/1924 to NIL&T (Ottawa) 103 in exchange for 18, reacquired 1923; 105 scrapped 5/1924; 107 gone before 1905
102-110 even (five cars) - builder unknown, 1906 - ST DE DR open - L 29'6", W 7'6", 50 seats, Brill 21E truck, 2 x GE 67 motors, K-10 control - out of service 1920, scrapped 1924
108-110 (three cars) - St. Louis, 1913 (ord#953) - DT DE AR closed - L 41'0", W 8'4", H 11'7", Wt. 38,000 lbs., 38 seats, St. Louis 99B trucks, 2 x GE 216 motors, K-36J control - acquired 1/1925 from Illinois Power & Light (Champaign) 60-62
111-113 (three cars) - St. Louis, 1914 (ord#1019) - DT DE AR closed - L 41'0", W 8'4", H 11'7", Wt. 38,000 lbs., 38 seats, St. Louis 99B trucks, 2 x GE 216 motors, K-36J control
114 (one car) - St. Louis, 1917 (ord#1137) - DT closed - L 41'0", W 8'4", H 11'7", Wt. 38,000 lbs., 38 seats, St. Louis 99B trucks, 2 x GE 216 motors, K-36J control
115 (one car) - St. Louis, year unknown - DT DE closed - L 41'0", W 8'4", Brill 27 trucks, 2 x GE 88 motors - acquired 1921 from Galesburg Railway & Light 150, dismantled 1926
200 (one car) - St. Louis, 1917 (ord#1135) - ST AR closed - L 22'4", St. Louis 121 truck - sold c1920 to Illinois Power & Light (Cairo) 111
263, 268, 269 (three cars) - Danville, 1909 (ord#522) - ST DE DR closed - L 33'0", 30 seats, Brill 21E truck, 2 x GE 80 motors, K-10 control - acquired 10/1923 from Illinois Power & Light (Peoria) same numbers, scrapped 5/1929
910, 915-919 (six cars) - American, 1909 (ord#841) - DT SE DR city car - L 50'0", W 9'3", H 12'1", Wt. 67,000 lbs., 42 seats, Brill 27 trucks, 4 x GE 210G motors, K-35C control - leased from ITS summer 1910 only
This photo predates the CO&P by a few years - it shows a horsecar in service in LaSalle with an electric car, possibly one of the 1890 St. Louis cars when brand new, to the left.
Single-truck car 105 was built in 1902 and scrapped in 1924. It is pictured in Princeton on Main Street at Central with the old waterworks in the background.
It's the Fourth of July, 1911, and single-truck open car 110 is northbound on Main Street at Marion in downtown Princeton.
Suburban and Interurban Passenger Cars
7 (one car) - trailer - no other info, used to haul miners between Marquette and Spring Valley, scrapped 4/1913
18 (one car) - St. Louis, 1902 (ord#323) - DT DR combine - St. Louis 23 trucks, 4 x GE 57 motors - acquired 1913 from NIL&T (Ottawa) 18, originally Interurban Railway & Terminal; sold 7/1915 to Omaha & Lincoln Railway & Light
41-44 (four cars) - American, 1906 (ord#640) - DT DE DR coach - L 47'0", W 9'0", H 12'3", Wt. 67,000 lbs., 52 seats, Brill 27E1 trucks, 4 x GE 57 motors, K-14 control - built for Aurora Plainfield & Joliet but never delivered, acquired 1/1907, rebuilt 1911 with Brill 27MCB trucks, 4 x WH 306 motors, and WH HL-189D control; car 42 wrecked 1/1919 at Spring Valley, car 41 scrapped 4/1926
50-51 (two cars) - St. Louis, 1899 (ord#20) - DT closed - L 41'8", W 8'1", H 12'2", Wt. 36,000 lbs., 44 seats, Brill 27E1 trucks, 4 x GE 57 motors, K-14 control - acquired 1903 from Third Avenue Railway 2-100 series, car 50 wrecked 10/1904 near Peru, car 51 renumbered 61
52-53 (two cars) - Stephenson, year unknown - DT DE DR closed - L 40'0", W 8'6", Brill 27E1 trucks, 4 x GE 57 motors, K-14 control - purchased secondhand in 1903, car 52 scrapped 4/1913, car 53 sold to Omaha Lincoln & Beatrice 12/1919
54 (one car) - St. Louis, 1903 (ord#372) - DT RR coach - L 48'5", W 8'4", Wt. 50,000 lbs., St. Louis 23A trucks, 4 x GE 57 motors, K-14 control - sold 2/1914 to Cairo Railway & Light 204
55-58 (four cars) - St. Louis, 1903 (ord#401) - DT DE RR coach - L 48'5", W 8'4", Wt. 50,000 lbs., 48 seats, St. Louis 23A trucks, 4 x GE 57 motors, K-14 control - car 55 scrapped 1925; cars 56-57 sold 5/1920 to Peoria Railway, returned 5/1927, scrapped 1934; car 58 sold 5/1911 to Cairo Railway & Light 203
59, 62 (two cars) - Kuhlman, 1898 - DT DE RR coach - L 42'9", W 8'1", Wt. 50,000 lbs., Peckham trucks, 4 x GE 57 motors, K-14 control - acquired 7/1904, believed to be ex-Dayton & Western 120 and 130; car 59 rebuilt into line car, wrecked 4/1912 at Rockwell; 62 rebuilt into line car, destroyed in fire at Ottawa 1/1913
60 (one car) - CO&P, 1906 - DT DE closed - L 41'8", W 8'4", H 12'2", Wt. 40,000 lbs., 44 seats, St. Louis 23A trucks, 4 x GE 57 motors, K-14 control - body built at LaSalle shops for equipment salvaged from car 50, rebuilt 4/1913 to line car, scrapped 1925
61 (one car) - rebuilt from car 51, which see - scrapped 1919
60-76 (17 cars) - St. Louis, 1924 (ord#1324) - DT SE AR lightweight coach - L 46'5", W 8'8", H 10'6", Wt. 39,800 lbs., 40 seats, Commonwealth 69 trucks, 4 x GE 265D motors, K-35KK control - cars 60, 61, 74-76 to ITS 8/1928, re# 74-78, re# in 1930 to 404-408; cars 62 and 70 to ITS 9/1929, re# 410 and 409, 410 to NMOT in Kirkwood, MO 7/1959; cars 68, 71, 73 to ITS 9/1929, re# 411-413; cars 63, 64, 67, 69 to ITS in 1934, re# 414, 415, 302, 303, 415 to IRM 10/1956; cars 65, 66, 72 to ITS in 1934, never used
81, 82 (two cars) - St. Louis, 1902 (ord#261) - DT DE RR coach - L 51'0", W 8'8", H 13'5", Wt. 61,500 lbs., 52 seats, St. Louis 23A trucks, 4 x GE 57 motors, K-14 control - acquired 1909 from East St. Louis & Suburban; car 81 rebuilt 1920 into funeral car, new L 52'6", 4 x GE 88B motors, K-35G control, scrapped 10/1931; car 82 rebuilt 7/1919 into line car, re# 83, Brill 27MCB trucks, 4 x WH 306 motors, WH HL-189 control from wrecked car 42
150-155 (six cars) - Danville, 1908 - DT DE coach trailer - L 40'10", W 9'2" - cars 150, 151, 155 sold 12/1917 to Peoria Railway, returned 5/1927, scrapped 1934; car 152 and 154 sold 5/1911 to Cairo Railway & Light; car 153 scrapped 11/1926
258 (one car) - St. Louis, 1907 (ord#672) - DT SE RR combine - L 52'9", W 8'10", H 13'0", Wt. 78,000 lbs., 52 seats, St. Louis 62 trucks, 4 x GE 73C motors, GE M-C6K control - acquired 1922 from ITS, returned 8/1924, ex-ITS 233, rebuilt 1919 and re# 225
259 (one car) - St. Louis, 1906 (ord#561) - DT SE RR combine - L 52'7", W 9'1", H 13'2", Wt. 79,500 lbs., 52 seats, St. Louis 62 trucks, 4 x GE 73C motors, GE M-C6K control - acquired 4/1922 from ITS, returned 8/1924, ex-ITS 226
260-261 (two cars) - Danville, 1911 (ord#551) - DT SE AR combine - L 55'6", W 9'6", H 13'0", Wt. 102,300 lbs., 50 seats, Baldwin 78-25A trucks, 4 x WH 303A motors, WH HL control - acquired 7/1913 from ITS, returned 1926
262-269 (eight cars) - Danville, 1911 (ord#551) - DT SE AR combine - L 55'6", W 9'6", H 13'0", Wt. 102,300 lbs., 50 seats, Baldwin 78-25A trucks, 4 x WH 303A motors, WH HL control - cars 262-263 to ITS in 1926; 264-269 to ITS 8/1924
282-283 (two cars) - St. Louis, 1913 (ord#966) - DT SE AR combine - L 57'10", W 9'10", H 13'4", Wt. 107,170 lbs., 56 seats, St. Louis 62B trucks, 4 x GE 222G motors, GE M-C101A control - to ITS 4/1922
522-525 (four cars) - St. Louis, 1911 (ord#884) - DT coach trailer - L 57'4", W 9'10", H 13'0", Wt. 68,400 lbs., 56 seats, St. Louis 102 trucks - car 525 destroyed 6/1926 by fire; 522-524 to ITS in 1926
532-535 (four cars) - St. Louis, 1913 (ord#965) - DT DE AR coach trailer - L 57'4", W 9'10", H 13'0", Wt. 68,400 lbs., 56 seats, St. Louis 102 trucks - to ITS 8/1924
This image of suburban car 53, acquired secondhand in 1903, describes it as the first car into Morris. The CO&P was extended to that city in 1910.
Cars 81 and 82 were attractive, heavyweight wooden interurban coaches acquired secondhand in 1909. Car 82 is pictured at Chautauqua Park between Utica and Ottawa.
Car 82 is pictured again, this time in Bureau proceeding eastbound on Chicago Street crossing Nebraska. In the foreground are the tracks of the Rock Island.
The pride of the fleet for many years was the 260-series of heavy steel-sheathed interurban cars, exemplified by car 268, pictured at the yard in Ottawa in the snow. The "ball and bar" emblem on the side of the car reads "Illini Trail."
Car 535, shown here, was included with a series of double-ended trailers built for the ITS and designed to match combines like the 260-series cars. This series also included ITS car 518, today preserved at the Illinois Railway Museum.
For a brief time between 1922 and the arrival of the lightweights in 1924, the fleet of 260-series combines was bolstered by a pair of older ITS combines like car 258. These handsome cars were similar to the 260-series but had railroad roofs, among other minor differences.
Express Motors and Trailers
300 (one car) - St. Louis, 1906 (ord#679) - DT express motor - L 54'0", W 9'10", Wt. 30,000 lbs., St. Louis 23A trucks, 4 x GE 57 motors, K-14 control - rebuilt 4/1921 with Baldwin 78-25A trucks, 4 x WH 303A motors, and GE M-C6K control; scrapped 7/1928
301 (one car) - CO&P, 1908 - DT express trailer - Wt. 20,000 lbs. - destroyed by fire, date unknown
302 (one car) - CO&P, 1904 - DT DE RR express motor - Wt. 30,000 lbs., Peckham trucks, 4 x WH 69 motors, K-14 control - sold 5/1911 to Cairo Railway & Light 251
302, 304 (two cars) - Danville, 1910 (ord#520) - DT express motor - L 51'2", W 9'6", Wt. 30,000 lbs., Baldwin trucks, 4 x WH 303A motors, GE M control - car 302 rebuilt 1921 with 4 x GE 73C motors; both cars scrapped 7/1928
320 (one car) - CO&P, 1906 - DT cab-on-flat work car - L 55'0", 4 x WH 3 motors - pole car, dismantled with cabs used as telephone booths at Mitchell and Majestic Sidings
1010 (one car) - St. Louis, 1906 (ord#640) - DT express trailer - L 41'4", W 9'11", H 13'4" - acquired from ITS 5/1914, scrapped 12/1926
1016 (one car) - St. Louis, 1906 (ord#687) - DT express trailer - L 41'4", W 9'11", H 13'4" - acquired from ITS 5/1914, scrapped 12/1926
1039 (one car) - AC&F, 1907 (ord#4944) - DT express trailer - L 41'4", W 9'11", H 13'4" - acquired from ITS 5/1914, scrapped 12/1926
1050-1051 (two cars) - St. Louis, 1905 (ord#493) - DT DE RR express motor - L 44'10", W 8'9", H 13'2", Brill 27E2 trucks, 4 x GE 73C motors, GE M-C6A control - from ITS 1928, scrapped 1/1935
1052 (one car) - St. Louis, 1906 (ord#559) - DT express motor - L 44'10", W 8'9", H 13'2", Brill 27E2 trucks, 4 x GE 73C motors, GE M-C6K control - from ITS 7/1928, scrapped 1/1935
1100-1102 (three cars) - McGuire-Cummings, 1910 - DT RR express trailer - L 38'0", W 9'4", McGuire trucks - from ITS 6/1929, scrapped 1/1935
1122-1126 (five cars) - McGuire-Cummings, 1911 - DT express trailer - L 41'6", W 9'6", McGuire trucks - car 1124 wrecked 1/1914; car 1123 scrapped 4/1926; cars 1122, 1125-1126 scrapped 10/1928
Handsome Danville-built express motor 302 is pictured at Ottawa in 1910 when it was brand new.
It's 1932, two years before abandonment, and express motor 1052 is pictured in the yard at Ottawa in less than exemplary condition. To the right are 101 and 102, the two McGuire-Cummings snow sweepers.
Interurban express trailer 1100 was one of three cars of this type acquired from the IT in 1929.
Utility Cars and Locomotives
01 (one car) - CO&P 1914 - DT unpowered wrecker - L 24'2", W 8'8" - rebuilt from 1000-series coal car
1-2 (two cars) - builder/year unknown - ST unpowered snow plows - acquired 1911
25 (one car) - CO&P, 1907 - DT steeplecab locomotive - Wt. 70,000 lbs., McGuire 10A trucks, 4 x GE 57 motors, K-14 control - sold to Jacksonville Railway & Light 11/1917, to Cairo Railway & Light in 1927
27 (one car) - builder unknown, 1902 - ST work car - L 20'0', W 6'0", 2 x GE 35 motors, K-10 control - scrapped 4/1913
101-102 (two cars) - McGuire-Cummings, year unknown - ST snow sweeper - acquired 1/1925 (source unknown), scrapped 1934
320 (one car) - CO&P, 1906 - DT work car - L 55'0", 4 x WH 3 motors - scrap date unknown
1505 (one car) - AC&F, 1907 - DT work car - L 43'0", W 8'5", H 13'4", Wt. 78,000 lbs., Baldwin trucks, 4 x GE 73C motors, GE M-C6K control - from ITS 5/1920, returned 8/1923
1521 (one car) - AC&F, 1906 - DT cab-on-flat locomotive - L 43'0", W 8'5", H 13'4", Wt. 78,000 lbs., Brill 27E2 trucks, 4 x GE 73C motors, GE M-C6K control - rebuilt 1925 by ITS from their 1503, acquired from ITS 11/1929, scrapped 1/1935
1522 (one car) - AC&F, 1907 - DT cab-on-flat locomotive - L 43'0", W 8'5", H 13'4", Wt. 78,000 lbs., Brill 27E2 trucks, 4 x GE 73C motors, GE M-C6K control - rebuilt 1925 by ITS from their 1505, acquired from ITS 6/1926, scrapped 1/1935
1523 (one car) - CO&P, 1907 - DT cab-on-flat locomotive - L 43'0", W 8'5", H 13'4", Wt. 78,000 lbs., Brill 27E2 trucks, 4 x GE 73C motors, GE M-C6K control - rebuilt 1925 by ITS from their 1501, acquired from ITS 6/1928, scrapped 1/1935
1524 (one car) - St. Louis, 1913 (ord#1000) - DT DE AR locomotive - L 44'0", W 8'8", H 13'3", Wt. 78,000 lbs., Curtis J688-84 trucks, 4 x GE 73C motors, GE M-C6K control - rebuilt 1925 by ITS from their 1514, acquired from ITS 12/1929, scrapped 1/1935
1530-1531 (two cars) - St. Louis, 1914 (ord#1000) - DT cab-on-flat locomotive - L 43'6", W 9'4", H 13'4", Wt. 78,000 lbs., Baldwin trucks, 4 x GE 73C motors, GE M-C6K control - car 1531 converted into line car with 4 x WH 303A motors; both scrapped 1/1935
CO&P 1531 was a cab-on-flat locomotive built for the Illinois Valley line in 1914. It was said to have been converted into a line car, but this 1934 photo taken on East First Street in LaSalle suggests that perhaps it was converted back. Remember, when you're installing the roof on your locomotive, don't lose concentration and accidentally install it sideways.
Locomotive 1523 was one of the cab-on-flat locomotives brought over from the ITS in the late 1920s. It is pictured in the yard at Ottawa; behind it is a 2000-series side dump car still lettered for the St. Louis Troy & Eastern, an ITS subsidiary.
A unique piece on the CO&P was locomotive 1524, shown here, which more closely resembled an interurban car. It was designed for terminal switching, with its appearance designed to mimic passenger cars.
Freight Cars
1001-1025 (25 cars) - hopper cars - L 23'6", W 8'0" - purchased secondhand from Central Railroad of New Jersey
1043, 1060, 1104, 1124, 1132, 1155, 1175, 1191, 1194, 1197, 1201, 1208, 1220, 1225, 1237-1238, 1244, 1250-1251, 1255, 1261, 1269, 1275, 1278, 1282-1283, 1296, 1298, 1300, 1306, 1308-1309, 1311-1312, 1321-1322, 1325, 1327-1328, 1369, 1374, 1376-1377, 1383, 1385, 1389, 1391, 1396, 1401, 1425, 1444, 1452, 1454, 1461-1463, 1497, 1505-1506, 1511, 1514, 1516, 1523, 1535, 1546, 1549-1550, 1558, 1563, 1565, 1567, 1569, 1578, 1585, 1593 (75 cars) - flat-bottom coal cars, acquired from ITS 1926-1927
1200-1202 (three cars) - freight cars [boxcars??] - L 34'0", W 9'2", capy. 60,000 lbs. - received 1913 from A.C. Torbert & Co. in exchange for a "dinky" locomotive
2029, 2037, 2045, 2052, 2070, 2082 (six cars) - side-dump cars, acquired from ITS 3/1927
3000, 3035, 3040, 3043, 3058, 3060-3061, 3065, 3067, 3069, 3080-3081, 3088, 3098, 3100, 3107, 3111-3112, 3115, 3118, 3144, 3156-3157, 3161, 3165, 3169, 3333, 3337, 3342, 3344 (32 cars) - hopper-bottom coal cars - L 26'8", W 9'3", capy. 50,000 lbs. - various numbers, acquired from ITS between 1914 and 1916
3001-3006 (six cars) - Hart convertible ballast cars - L 41'0", W 9'10", capy. 100,000 lbs. - acquired from Haffner, Thrall Car Co. 1929
4000-4017 (18 cars) - side-dump flat-bottom coal cars - L 26'8", W 9'3", capy. 50,000 lbs. - ex-Central Railroad of New Jersey, received in 1920 after rebuilding by ITS
6000-6004, 6006, 6012, 6016, 6021 (10 cars) - flat-bottom coal cars - L 35'8", W 10'0", capy. 60,000 lbs. - leased from ITS
9585-9594 (10 cars) - flat-bottom coal cars - L 42'3", W 9'8" - built 1910 by Haskell & Barker - 9585 rebuilt as portable substation, others traded to ITS in 1920 for 18 4000-series cars
7001-7003 (three cars) - flatcars - L 41'0", W 9'1", capy. 80,000 lbs. - purchased 1929 from Hyman-Michaels
53302, 53307, 53311, 53331, 53343, 53362, 53365, 53387, 53397, 53400, 53402, 53409, 53419-53420, 53427, 53432, 53435, 53452, 53470, 53474 (20 cars) - flat-bottom gondolas - leased from ITS starting 1932
60233, 60261, 60315-60316 (four cars) - flatcars - acquired from A.C. Torbet Co. c1910, rebuilt from flat-bottom gondolas
Route Information
The old LaSalle carbarn is shown in 1910
The new LaSalle carbarn proudly displays the company name. The year is uncertain but a bus ominously occupies the bay at far left. Electric cars pictured include express motor 300, a 55-series suburban car (possibly 56) assigned to Westclox service, and double-truck city cars 112 and 113.
The modest freight station in Princeton is shown with a single-truck city car, possibly a 101-series car built in 1902, to the left.
The carbarn in Ottawa was a popular spot for photographers, especially near the end of the system. This photo was taken in August 1934, three months after abandonment, and shows line car 83, of the 1500-series cab-on-flat locomotives, and express motor 1051.
Mileage Chart - Main Line
00.00 - Princeton
00.35 - Freight Station
01.13 - Station
02.20 - Bryants Siding (stub - points on east end - 389')
02.99 - Waddell Siding (through - 617')
03.65 - Battery Siding (through - 1,036')
05.30 - Country Club
06.62 - Schaffer Siding (stub - points on east end - 303')
07.63 - Rawson Siding (stub - 372')
08.56 - Rock Island Gravel Pit Spur
09.32 - Bureau Siding (stub - 508')
09.47 - Bureau Station
10.20 - Trimble Siding (stub - 635')
11.48 - Big Springs
12.54 - Hindle
13.78 - DePue Station
13.82 - DePue Siding (stub - 417')
14.07 - Rock Island Transfer (through - 573')
14.50 - White City
14.92 - Howe Station
15.17 - Smith
15.53 - Cody
15.77 - Marquette Siding (through - 356')
15.91 - Marquette Station
16.61 - Keenan
17.57 - Location Siding (1,757')
17.91 - Reinke
18.46 - Hicks Junction
18.68 - Hall High School track (stub - 1,229')
19.43 - Dakota Street Siding (through - 333' - between Spaulding & Greenwood)
19.90 - Spring Valley Station
19.96 - Spring Valley Freight House Spur
20.00 - C&NW Station
20.16 - High Bridge
20.58 - Wood
20.58 - Webster Siding (stub - points on west end - 388')
21.34 - Webster Park
21.52 - Burns Siding (through - 850')
22.00 - Gunthers
22.33 - County Line
23.11 - McCormick
23.65 - Peru Siding (through - 283' - between Herbert & Cross Streets)
24.34 - Peru Station - Hotel Peru
25.52 - Freight House & Carbarn
25.78 - West Switch, LaSalle Siding (between 2nd & 3rd on Bucklin)
26.07 - LaSalle Station
26.10 - East Switch, LaSalle Siding (just west of Marquette Street)
26.19 - Joliet Street Line branch off (Joliet Street line 1.26 miles long)
26.56 - Illinois Central Wye
26.63 - RI & IC Crossing
26.83 - American Crossing Frog (stop)
27.30 - Bluff
27.39 - Rockwell Siding (stub - 234')
28.28 - Split Rock
28.79 - Lock 13
29.04 - Blackball Siding (stub - 342')
30.60 - Rock Island Crossings (stop)
30.61 - Utica Siding (through-898'
30.85 - Utica Station
32.05 - Starved Rock
32.70 - Litchell Siding (stub - 442')
33.73 - Hager
34.80 - Leland
35.00 - Gravel Siding (through - 1,029')
35.70 - Majestic Siding (through - 605')
35.79 - Belrose
36.05 - Clark Siding (stub)
36.32 - Buffalo Rock
36.63 - Crane Siding
37.23 - County House Siding
37.97 - Chautauqua Siding (through - 744')
38.68 - Seiberling Siding
38.73 - Rock Island Crossing (stop)
39.11 - Shops Siding (through - 997')
36.69 - Lincoln Siding (through - 481' - between Leland and Poplar Streets)
40.19 - CB&Q Crossing
40.41 - Ottawa Siding (through - 241' - Ottawa station)
41.55 - Pioneer Siding (through - 619')
42.12 - White Bridge
42.65 - Fox
42.68 - Maitland Siding (stub - points on west end - 490')
43.12 - Barnes
43.38 - McLaine
44.24 - Fleming
44.94 - Cooke
45.12 - Doublas Siding (stub - 700')
45.34 - Bell Island
46.26 - Bevington
46.98 - Matchtown
47.40 - Parker Siding (stub - 240')
47.44 - Rock Island Crossing
47.52 - Rock Island Crossing
47.55 - Rock Island Crossing
47.70 - Marseilles Station
47.80 - Canal Siding (through - 372')
48.51 - Fowler Siding (through - 739')
49.46 - Trumbo
49.60 - Hobart
50.02 - Spicer
50.41 - Kickapoo Siding (stub - 372')
51.19 - Toutz
51.60 - Oakland
52.96 - Rock Island Crossing (stop)
52.98 - Roach Siding (stub - 326')
53.26 - Seneca Siding (stub - 283' - Seneca station)
53.58 - Big Four Crossing
55.61 - Carson Creek
56.01 - Holderman
56.75 - Tarrant Siding (stub - points on west end - 442')
58.37 - Wilson Siding (through - 696')
59.79 - Stockdale
61.63 - Hoag Siding (stub - 352')
62.59 - West Morris
62.92 - Vance Siding (stub - 296')
63.50 - Freight House Track
63.52 - Morris Station
63.57 - Morris Wye
64.35 - Morris Terminal Railway Crossing (stop)
64.41 - Terminal Siding (through - 742')
64.48 - Armstrong
64.83 - Derenzy
65.46 - Telfer
60.30 - Griggs Siding (through - 606')
66.45 - Hynds
67.53 - Durkee
68.03 - Collins Siding (stub)
68.05 - Harris
68.85 - Halkyard
68.89 - Davis Siding (stub - 233')
69.55 - Matteson
70.19 - Tabler
70.36 - Sand Ridge Siding (through - 589')
71.19 - Newman
71.85 - Meade
72.79 - Cadillac
73.92 - Comerford
73.96 - EJ&E Overhead Crossing
74.00 - EJ&E Grade Crossing
74.06 - EJ&E Transfer
74.33 - Minooka Siding (through - 1,260' - Minooka station)
75.87 - Ford Road
76.41 - Eckhart Siding (through - 583')
76.51 - Connell
77.20 - Du Page
78.09 - Bird's Bridge
79.09 - Rock Run
79.18 - Rock Run Siding (stub - 697')
80.07 - Bush Road
81.46 - Riley
81.47 - Rock Island Crossing (stop)
82.16 - Stryker
82.65 - West Rockdale
82.76 - Rockdale Siding (through - 1,018' - Rockdale station)
83.19 - Enterprise Siding (stub - 520')
83.34 - Brandon's Bridge
Storage track - 610' in clear
83.72 - Davidson
83.78 - Werner
83.94 - Mt. Adams
84.40 - West End of Double Track (on McDonough just east of Railroad)
85.13 - Rock Island Overhead Crossing
85.35 - End of CO&P Track (Van Buren Street)
85.48 - Joliet Station
Mileage Chart - Streator Division
00.00 - Ottawa Station
01.24 - CO&P Track Begins (just east of Second on Center)
01.49 - Detention Home
01.76 - Hunt
02.27 - Summit View
02.76 - Pike
02.95 - Pike Siding (stub - 293')
03.27 - Scidmore
04.05 - Covel Creek
04.25 - Illini Beach Siding
04.79 - Miller
05.78 - Reeds
06.02 - McKinley Park Siding (through - 594' - McKinley Park)
07.29 - Fogle
08.22 - Grand Ridge Siding (stub - 333')
08.28 - Grand Ridge Station
09.28 - McLaighlin
10.41 - Casey Siding (stub - 380')
10.78 - Gliem
11.27 - Duder
12.37 - Richards Siding
13.42 - Wolf Creek
13.82 - Daugherty Siding
15.08 - CB&Q Crossing (stop)
15.81 - CB&Q Crossing (stop)
16.26 - Hickory (AT&SF Depot)
16.32 - CI&S and C&A Crossings
16.72 - CB&Q Crossing (stop)
17.20 - Streator Station
Mileage Chart - Ladd Division
0.00 - Point of Switch, Ladd Division
0.03 - Hicks Junction
0.12 - CO&P Crossing
0.17 - C&NW Crossing (stop)
0.41 - Legat
1.04 - Princeton Road
1.56 - Schlipp
2.20 - Vogt
2.56 - Seatonville Road
2.71 - Flaherty No. 1
3.07 - Flaherty No. 2
3.56 - Cleveland Street (track later cut back to here)
3.90 - Ladd Station
3.97 - End of Track
5 comments:
I have very much enjoyed your series on Illinois traction, and especially like the human interest stories interspersed. The pictures by themselves tell a story, but your written descriptions make me harken back to the days of the electric (and sometimes horse-drawn) era of the early 20th century. I do wonder if you've considered publishing these articles in a coffee-table book to sell at the museum bookstore. (or via one of the outlets for such books like Shore Line). In any case, your effort to publish these is greatly appreciated.
Guys, check your contacts page and e-mail me back.
Dennis Storzek
Dennis, we can't find any messages or posts from you, and neither of us has your email address handy. Can you use the "contact form" on the right column of the blog, near the bottom, to send us a message that includes your email? We'll get back to you once we receive it.
My Great Grandfather was the conductor of car 52 Ladd
Thanks, it's always good to have some connection to the people shown in the pictures. If you can tell us his name we can add it to the caption.
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