Peoria, IL: Railroad Hub

David Jordan posted
Some eleven years ago, I used this map for my "Peoria in the 1950s" article in the PeoriaRails Yahoo! group newsletter (which you can find in the Files section). It isn't color-coded by railroad, but rail lines are labeled by reporting marks. Map shows area railroads in 1950.
William Wozniak Rock Island had another way to Peoria? Cool!....nice map!
David JordanAuthor William Wozniak Through freights disappeared after RI&P came under the CRI&P fold in 1903. The Milan-Orion segment was abandoned in 1941 after entering into an agreement to use the CB&Q between Orion and Colona was in place. The line was severed between Alta and Toulon in 1963. Pioneer Park-Alta closed in 1972 and Toulon-La Fayette went in 1973. La Fayette-Orion closed in 1980 with the Rock Island shutdown. The remaining north end became the Milan Branch and the south end the Kellar Branch.

Dennis DeBruler

This is an experiment to see if the link will access your Fall 2009 Newsletter which contains the 1950s article.

https://www.facebook.com/groups/107487346273789/permalink/147227858966404/

Darrel Wilson posted the question: "Anyone have a list of Class 1 railroads and short lines in Peoria in the mid 50s?"

Ryan Crawford:

This list includes Pekin as well:

Gulf Mobile & Ohio

Chicago & Illinois Midland

Peoria & Eastern

Peoria & Pekin Union

Peoria Terminal

Rock Island

Toledo Peoria & Western

Chicago Burlington & Quincy

Chicago & Northwestern

Minneapolis & St. Louis

Santa Fe

Illinois Central

Nickel Plate

Illinois Terminal

David Jordan posted the comment:

This post may make you sad if tempted to compare to the present-day, but in the 1950s, Peoria was indeed a major rail hub. Below is a list of scheduled freights and mainline locals operated by each of the line-haul carriers serving the Peoria-Pekin Switching District in the mid-1950s. Most trains originated and terminated at area freight yards. Others, such as the C&NW trains, made setouts and pickups for local industries and interchange.
ATCHISON, TOPEKA & SANTA FE RWY. - Pekin District
No. 47/Streator to Pekin/daily-except Monday
No. 48/Pekin to Streator/daily-except Sunday
CHICAGO, BURLINGTON & QUINCY RR - 23rd Subdivision
No. 68/Galesburg to Peoria/daily
No. 70/Galesburg to Peoria/daily
No. 75/Peoria to Galesburg/daily
No. 91/Peoria to Galesburg/daily
CHICAGO & ILLINOIS MIDLAND RWY,.
"Peoria Man"/Springfield to Peoria and return/daily
CHICAGO & NORTH WESTERN RWY. - Southern Illinois District
No. 381/Proviso to E. St. Louis*/daily
No. 383/Proviso to E. St. Louis*/daily
No. 380/E. St. Louis* to Proviso/daily
No. 386/E. St. Louis* to Proviso/daily
*C&NW access to E. St. Louis via the Litchfield & Madison Railway.
CHICAGO, ROCK ISLAND & PACIFIC RR - Bureau to Peoria Main
No. 45/Chicago to Peoria/daily
No. 46/Peoria to Chicago/daily
No. 47/Silvis to Peoria/daily
No. 50/Peoria to Silvis/daily
GULF, MOBILE & OHIO RWY. - Sherman Branch
No. 232/E. Peoria to Bloomington/daily
No. 233/Bloomington to E. Peoria/daily
ILLINOIS CENTRAL RR - Peoria District
No. 275/E. Peoria to Mattoon/daily
No. 276/Mattoon to E. Peoria/daily
No. 291/E. Peoria to Mattoon/daily
No. 292/Mattoon to E. Peoria/daily
ILLINOIS TERMINAL RR CO.
No. 200/Madison (IL) to E. Peoria/daily
No. 201/E. Peoria to Madison (IL)/daily
No. 202/Madison (IL) to E. Peoria/daily
No. 203/E. Peoria to Madison (IL)/daily
MINNEAPOLIS & ST. LOUIS RWY.
*No. 19/Peoria to Minneapolis/daily
*No. 20/Minneapolis to Peoria/daily
No. 95/Peoria to Minneapolis/daily
No. 96/Minneapolis to Peoria/daily
*Nos. 19-20 given First Class status.
NEW YORK, CHICAGO & ST. LOUIS RR - Peoria Division
No. 62/E. Peoria to Frankfort (IN)/daily
No. 63/Frankfort (IN) to E. Peoria/daily
No. 65/Frankfort (IN) to E. Peoria/daily
No. 66/E. Peoria to Frankfort (IN)/daily
No. 68/E. Peoria to Buffalo (NY)/daily
PENNSYLVANIA RR - Peoria Secondary Track
SL-31/Indianapolis to E. Peoria/daily
SW-30/E. Peoria to Indianapolis/daily
PEORIA & EASTERN RWY.
No. 90/E. Peoria to Indianapolis/daily
No. 94/E. Peoria to Indianapolis/daily
No. 95/Indianapolis to E. Peoria/daily
No. 99/Indianapolis to E. Peoria/daily
TOLEDO, PEORIA & WESTERN RR - 1st Subdivision
No. 20/E. Peoria to Effner/daily
No. 21/Effner to E. Peoria/daily
No. 22/E. Peoria to Effner/daily
No. 23/Effner to E. Peoria/daily
No. 24/E. Peoria to Effner/ex-Sun
No. 25/Effner to E. Peoria/ex-Sun
TOLEDO, PEORIA & WESTERN RR - 2nd Subdivision
No. 120/Keokuk to E. Peoria/daily
No. 121/E. Peoria to Lomax/daily
No. 122/Lomax to E. Peoria/daily
No. 123/E. Peoria to Keokuk/daily

[The comments discuss railroading in Rockford as well.] 
David Jordan: I omitted Rock Island's RI&P because through business had been diverted via Bureau Junction and a mainline local (No. 102) ran southbound-only.

David Jordan: Peoria's railroads were busy in the 1950s because of the area's large manufacturing base and because of its status as a major interchange point.

David Jordan posted the comment:

Below is a list of local mainline freight operations in 1967. Lots of changes, mostly related to the decline in the Peoria Gateway (see notes on C&IM, C&NW, ITC, N&W, PRR, P&E and TP&W).

ATCHISON, TOPEKA & SANTA FE RWY. - Pekin District

No. 47/Streator to Pekin/daily-except Monday

No. 48/Pekin to Streator/daily-except Sunday

CHICAGO, BURLINGTON & QUINCY RR - 23rd Subdivisio

No. 68/Galesburg to Peoria/daily

No. 70/Galesburg to Peoria/daily

No. 75/Peoria to Galesburg/daily

No. 91/Peoria to Galesburg/daily

CHICAGO & ILLINOIS MIDLAND RWY.

"Peoria Man"/Springfield to Peoria and return/as needed

NOTE: The C&IM was owned by a Chicago-based utility, Commonwealth Edison Co. In 1964, a court determined another utility had a conflict of interest through ownership of stock in numerous non-utility companies. The court ordered the utility to divest of these acquisitions. This caused ComEd to re-evaluate its ownership with the C&IM. It began to look for a buyer, and took steps to reduce dependence on railroads. As no buyers were found, C&IM's mission began to focus more on coal-hauling for its owner. As a consequence, the C&IM ceased soliciting bridge traffic between Peoria, Springfield and Taylorville connections, and closed its off-line agencies. It continued to handle merchandise traffic, but the days were numbered for a daily "Peoria Man."

CHICAGO & NORTHWESTERN RWY. - M. & St. L. Division

No. 19/Peoria to Minneapolis/daily

No. 20/Minneapolis to Peoria/daily

NOTE: The C&NW absorbed the Minneapolis & St. Louis Railway on November 1, 1960. First-class freight schedules were downgraded. Consequentially, shippers increasingly chose a Chicago routing for east-west transcontinental traffic. The first M&StL Division timetable, dated March 5, 1961, shows No. 19 & 20, and also tri-weekly No. 90 and 91 between Marshalltown, Iowa and Peoria. The latter pair were absent from the second timetable that was effective January 1, 1962. The C&NW, however, continued to run the former M&StL time-freights to handle remaining business between between Minneapolis and Peoria, including the important AT&SF interchange at Nemo, Illinois. 

CHICAGO & NORTH WESTERN RWY. - South Pekin/St. Louis Subs

No. 381/Proviso to E. St. Louis/daily

No. 383/Proviso to E. St. Louis/daily

No. 380/E. St. Louis to Proviso/daily

No. 384/South Pekin to Clinton, IA

No. 385/Clinton, IA to South Pekin

No. 386/E. St. Louis to Proviso/daily

NOTE: Nos. 384 and 385 were busy working the TP&W and P&PU interchanges at Sommer and Adams Street Yard, respectively, Keystone Steel & Wire (Keystone Switch) and International Paper Co. via the new (1962) Pioneer Industrial Lead. 

CHICAGO, ROCK ISLAND & PACIFIC RR - Bureau to Peoria Main

No. 45/Chicago to Peoria/daily

No. 46/Peoria to Chicago/daily

No. 47/Silvis to Peoria/daily

No. 50/Peoria to Silvis/daily

GULF, MOBILE & OHIO RWY. - Sherman Branch

No. 232/E. Peoria to Bloomington/daily

No. 233/Bloomington to E. Peoria/daily

ILLINOIS CENTRAL RR - Peoria District

No. 275/E. Peoria to Mattoon/daily

No. 276/Mattoon to E. Peoria/daily

No. 291/E. Peoria to Mattoon/daily

No. 292/Mattoon to E. Peoria/daily

ILLINOIS TERMINAL RR CO.

No. 200/Madison (IL) to E. Peoria/daily

No. 203/E. Peoria to Madison (IL)/daily

NOTE: On August 1, 1966, ITC vacated its cramped Farm Creek Yard in favor of TP&W's East Peoria Yard. The change in terminus coincided with a shift in route from the old traction main to PRR and N&W trackage rights between Morton and East Peoria. 

NORFOLK & WESTERN - Peoria District

No. 62/E. Peoria to Frankfort (IN)/daily

No. 65/Frankfort (IN) to E. Peoria/daily

No. 68/E. Peoria to Bellevue (Ohio)/daily

NOTE: On October 16, 1964, the Norfolk & Western purchased the Nickel Plate and leased the Wabash, merging operations to create a system stretching from Norfolk, Virginia to Kansas City, Missouri. Consequentially for the Peoria Gateway, the N&W directed its freight agencies to sell Kansas City routings for east-west transcontinental traffic. As traffic via Peoria declined, N&W abolished one pair of E. Peoria-Frankfort (Ind.) trains, Nos. 63 and 66 in mid-1965. After being rebuilt in 1967, the ex-Nickel Plate classification yard at Bellevue, Ohio replaced Buffalo,  New York as No. 68's eastern terminus. 

PENNSYLVANIA RR - Peoria Secondary Track

SW-30/E. Peoria to Terre Haute/daily

SW-31/Terre Haute to Peoria/daily

NOTE: Various sources suggest that PRR began running through trains between Terre Haute, Indiana and East Peoria, probably by the mid-1960s. Whether this move reflected better traffic levels or new operational efficiencies is unclear. 

PEORIA & EASTERN RWY.

No. 90/E. Peoria to Indianapolis/daily

No. 95/Indianapolis to E. Peoria/daily

NOTE: Peoria & Eastern Railway Employee Timetable No. 9, eff. April 26, 1964, showed two pair of scheduled freights still running daily between East Peoria and Indianapolis (No. 90, 94, 95 and 99). New York Central freight schedules dated June 20, 1965 only shows Nos. 90 and 95. The loss of heavy M&StL interchange in the early 1960s significantly reduced train lengths, so consolidation was deemed necessary. By late 1965, all through trains were running as extras. 

TOLEDO, PEORIA & WESTERN RR - 1st Subdivision

*No. 20/E. Peoria to Logansport/daily

*No. 21/Logansport to E. Peoria/daily

*No. 22/E. Peoria to Logansport/daily

*No. 23/Logansport to E. Peoria/daily

No. 24/E. Peoria to Effner/ex-Sun

No. 25/Effner to E. Peoria/ex-Sun

NOTE: In Summer 1964, the Pennsylvania and TP&W implemented run-through service between East Peoria and Logansport, Indiana. TP&W power ran through with PRR crews from Effner eastward in a bid to reduce transit times and remain competitive for east-east transcontinental traffic. 

TOLEDO, PEORIA & WESTERN RR - 2nd Subdivision

No. 120/Keokuk to E. Peoria/daily

*No. 121/E. Peoria to Fort Madison/daily

*No. 122/Fort Madison to E. Peoria/daily

No. 123/E. Peoria to Keokuk/daily

NOTE: In April 1967, TP&W trains began exercising trackage rights on Santa Fe's Illinois Division mainline from Lomax into Shopton (Fort Madison), Iowa. By summer, TP&W and Santa Fe began run-through trains between East Peoria and Argentine (Kansas City), Kansas. This move, like with the PRR, reduced transit times for shippers of east-west transcontinental traffic.

David Jordan posted the comment:

Many changes affected the Peoria Railscene from 1974 to 1981. The Conrail merger, collapse of the Chicago, Rock Island & Pacific Railroad and passage of the Staggers Act, which gave railroads pricing freedom, significantly reduced local rail operations in the early 1980s. Below is a summary of local mainline rail freight operations as of Spring 1981, before some cutbacks were implemented. 

ATCHISON, TOPEKA & SANTA FE RWY. - Pekin District

1151/Streator to Pekin/daily ex-Sunday

1152/Streator to Pekin/daily ex-Sunday

NOTE: Pekin traffic decreased significantly by the early 1980s, and it is likely that 1151 frequently turned back as 1152 at Morton by this time. 

BURLINGTON NORTHERN RR - 3rd Subdivision/Ottumwa Division

No. 104/Galesburg to Peoria/daily

No. 105/Peoria to Galesburg/daily

In early June 1980, the BN began Interstate Commerce Commission (ICC)-directed service on Chicago, Rock Island & Pacific RR trackage from Peoria north to Henry and on the Kellar Branch. The BN had replaced the Elgin, Joliet & Eastern, which operated from Joliet to Peoria and the Kellar Branch in April and May 1980. Diversion of ex-CRI&P business to BN lines likely increased traffic on Galesburg-Peoria freights at this time. Weekday locals 13802 and 13803 were known to be operating as late as 1977, and probably continued as No. 13815 into the early 1980s. 

CHICAGO & ILLINOIS MIDLAND RWY.

NOTE: Merchandise trains were dropped in 1968. What little non-coal traffic continued moving on the C&IM was handled on loaded and empty coal extras. If possible, traffic was interchanged to the nearest connections. 

CHICAGO & NORTHWESTERN RWY. - S. Pekin/St. Louis Subdivisions

No. 380/Madison (IL) to Proviso/daily

No. 381/Proviso to Madison (IL)/daily

No. 383/Proviso to Granite City/daily

No. 386/Granite City to Proviso/daily

No. 389/Boone (IA) to Madison (IL)/daily

No. 390/Granite City to Boone (IA)/daily

No. 393/Boone (IA) to Granite City/daily

Mo. 394/Madison (IL) to Boone (IA)/daily

NOTE: Train operations varied since the mid-1970s with Nos. 387-388 between Marshalltown, Iowa and [East] Peoria having been abolished for good by 1977. Employee Timetable No. 4, eff. January 1, 1980, shows Nos. 386 and 393 operating only north of South Pekin. No doubt operations resumed south of there with a surge in business after the Rock Island's liquidation and C&NW's assumption of ICC-directed service on Iowa grain gathering branches in April 1980. Much of the yellow bounty was consigned to southeast poultry processors via E. St. Louis and the Southern Railway. 

CONRAIL - Pekin Secondary

INPE - Indianapolis to E. Peoria/daily

PEIN - E. Peoria to Indianapolis/daily

NOTE: The Peoria & Eastern Railway was absorbed into Consolidated Rail Corporation ("Conrail") at its April 1, 1976 startup. Trains PO-8 and PE-9 continued unchanged until October 1977 when the former was replaced by PI-2 and began terminating at Indianapolis (PI-2 may have been called PE-10 for a time as well). On May 1, 1978, Conrail adopted alpha symbols, assigning INPE and PEIN to its Pekin Secondary. 

ILLINOIS CENTRAL GULF RR - Peoria District

No. 275/E. Peoria to Mattoon/daily

No. 276/Mattoon to E. Peoria/daily

No. 291/E. Peoria to Decatur/daily ex-Sunday

No. 292/Decatur to E. Peoria/daily ex-Saturday

NOTE: Nos. 291 and 292 were annulled Sunday and Saturday, respectively c. 1977. Deferred maintenance restricted traffic to 10mph north of Delavan. On February 26, 1979, Nos. 291 and 292 ceased operations south of Decatur and began alternate-day operation. Reduced frequency probably lasted until track upgrades were completed, probably in 1980.  

ILLINOIS TERMINAL RR - Northern District

*No. 200/Madison (IL) to Allentown/daily

*No. 201/Allentown to Madison (IL)/daily

*In 1978, Nos. 200 and 201 were re-numbered 100 and 101 south of Springfield. 

NOTE 1: Dissatisfaction with P&PU's East Peoria Yard led to construction of Wilson Yard at Allentown in 1975. Nos. 200 and 203 began terminating and originating there in September of that year. A new Allentown-E. Peoria Switcher handled local and interchange work. On August 7, 1977 Train 200 derailed on the Mackinaw River Bridge, destroying it and leading the abandonment of the North Lincoln-Allentown traction line. ITC trains were forced to detour over the decrepit Northern District, acquired from Penn Central on April 1, 1976. The route proved too slow, so Trains 200 and 203 detoured over the Illinois Central Gulf's Peoria District via Mount Pulaski and Pekin, thence into East Peoria on the P&PU. This detour lasted until the end of 1978 when trains began using the partially upgraded Northern District between Kenney and Farmdale Junction. Train No. 203 was replaced by No. 201 effective October 11, 1978.

NOTE 2: The Rock Island's liquidation, begun in late-March 1980, cut off the ITC's primary connection to Chicago, thus reducing traffic. Shorter consists became common by early 1981. 

NORFOLK & WESTERN RWY. - Peoria District

No. 62/E. Peoria to Frankfort (IN)/daily

No. 65/Frankfort (IN) to E. Peoria/daily

NOTE: An 82-day strike against the N&W begun July 10, 1978 is said the have caused the loss of much traffic. Acquisition of an ex-Penn Central line from Cincinnati, Ohio to New Castle, Indiana in 1976 and subsequent upgrade to mainline standards prompted aggressive traffic solicitation to build business for the new shorter route between the Midwest and Norfolk, Virgina. Thus, Peoria District business, probably reduced by the 1978 strike, recovered fairly quickly. 

TOLEDO, PEORIA & WESTERN RR. - First Subdivision

*No. 20/E. Peoria to Logansport (IN)/daily

*No. 21/Logansport (IN) to E. Peoria/daily

No. 24/E. Peoria to Effner/Mon-Wed-Fri

No. 25/Effner to E. Peoria/Tue-Thu-Sat

NOTE 1: Upon acquisition of Penn Central's Effner Branch on April 1, 1976, Nos. 20-21 were extended to newly-created Conrail's 18th Street Yard at Logansport, Indiana. Also at this time, No. 20 ran through to Conway (Pittsburgh), Pennsylvania as AST-2 while PR-1 from Enola (Harrisburg), Pennsylvania) became No. 21. On May 1, 1978, these trains became LOPI and PILO between Logansport and Conway. LOPI became LOCO in August 1980 when it started terminating at Buckeye Yard in Columbus, Ohio. 

NOTE 2: Local Nos. 24-25 were reduced to tri-weekly operation effective with Timetable No. 4, eff. February 1, 1981. Changes in traffic patterns after passage of the Staggers Act were likely a major factor in this cutback. 

TOLEDO, PEORIA & WESTERN RR - Second Subdivision

No. 120/Keokuk to E. Peoria/daily ex-Sunday

*No. 121/E. Peoria to Fort Madison/daily

*No. 122/Fort Madison to E. Peoria/daily

No. 123/E. Peoria to Keokuk/daily ex-Saturday

NOTE: No 121 became became No. 223 on the Santa Fe to Argentine (Kansas City), Kansas. No. 122 traffic handled by No. 322 on the Santa Fe from Argentine.

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David Jordan posted the comment:

I've already covered local rail freight operations in the mid-1950s, 1960, 1967, 1974 and 1981. The next seven-year period (1981-1988) showed massive change in the Peoria Railscene. Below is a summary of local mainline rail freight operations in 1988, and notes to detail these changes.

ATCHISON, TOPEKA & SANTA FE RWY. - Peoria Subdivision

No. 253/Hoosierlift (IN) to E. Peoria/Mon.-Wed.-Fri.

No. 253/E. Peoria to Kansas City (KS)/daily ex-Sat.

No. 352/Kansas City (KS) to E. Peoria/daily ex-Sun.

No. 352/E. Peoria to Hoosierlift (IN)/Mon.-Wed.-Fri.

NOTE 1: Declining traffic caused Santa Fe to abandon most of its Pekin District in July 8, 1983. The Pekin Junction (Washington) to Morton segment was retained, but leased to TP&W. In November 1983, TP&W gained trackage rights on Norfolk & Western between the new Farmdale Switch and Crandall, creating a shorter route to Morton. Santa Fe abandoned Crandall to Pekin Junction in 1984.

NOTE 2: After losing the heavy Santa Fe-Conrail bridge traffic in mid-1981, TP&W reduced train operations. Nos. 120 and 123 between Keokuk and East Peoria were abolished and replaced by a weekday Keokuk-LaHarpe turn. Nos. 20-21 were reduced to tri-weekly operation. 

NOTE 3: After steep losses in traffic and red ink during 1982, and no relief in 1983, Santa Fe decided to absorb the TP&W at the end of the year. On October 1, 1983 TP&W trains adopted Santa Fe numbers. These are listed below:

No. 20/No. 1171

No. 21/No. 1172

No. 24/No. 1173

No. 25/No. 1174

No. 121/No. 223

No. 122/No. 322

In November and December 1983, TP&W and Santa Fe operated a pair of daily piggyback trains between the new Hoosierlift and Los Angeles. These were westbound No. 278 and eastbound No. 282. This pair was combined with other Santa Fe schedules west of Fort Madison. Both apparently lasted into 1984. 

NOTE 4: East Peoria-Kansas City manifests 223 and 322 eventually became 253 and 352, respectively. They operated Monday, Wednesday and Friday between East Peoria and the Hoosierlift as dedicated piggyback trains. On Tuesday, Thursday and Sunday (as needed), Santa Fe operated locals between East Peoria and Logansport symboled XPQLP and XLPPQ. If extra locals were needed, XPQEF and XEFPQ were operated between East Peoria and Effner. 

NOTE 5: In mid-1986, Santa Fe put the former TP&W up for sale. On December 24 that year, the Keokuk Junction Railway purchased the LaHarpe-Keokuk branch and was granted haulage rights over the Santa Fe to reach Peoria connections. In November 1987, Santa Fe agreed to sell the remainder to investors who would revive the TP&W name. Concerns over job losses, trike threats and court action, however, delayed the sale through 1988.

BURLINGTON NORTHERN RR - Fifth Sub.(Galesburg Div.)

No. 13814/Galesburg to Peoria turn/daily ex-Sat

NOTE 1: BN continued ICC-directed service over the Rock Island, Peoria to Henry, through September 1981. Service in Peoria proper and on the Kellar Branch continued until February 1982. 

Note 2: Declining traffic led BN to abolish its Peoria switch job in 1983. After that, it appears that a weekday local, No. 13815, was tasked to work No. 104 and 105 between Galesburg and Peoria. On January 1, 1985 Nos. 104 and 105 were abolished and replaced by Nos. 432 and 431. These numbers lasted until mid-year when replaced by local No. 13814. 

CHICAGO & ILLINOIS MIDLAND RWY.

NOTE: Commonwealth Edison Co. sold the C&IM to private investors in December 1987. New management quickly sought out non-coal traffic, but dedicated trains for this business were still in the future.

CHICAGO & NORTH WESTERN RWY. - St. Louis Subdivision

BOSPA/Boone (IA) to South Pekin/daily

SPBOA/South Pekin to Boone (IA)/daily

PRMAA/Proviso to Madison (IL)/daily

MAPRA/Madison (IL) to Proviso/daily

NOTE 1: The C&NW adopted alpha symbols for its trains in 1981. The following St. Louis line manifests are listed below with old numbers/new alpha symbols:

No. 380/MAPRA

No. 381/PRMAA

No. 383/PRGCA

No. 386/GCPRA

No. 389/BOMAA

No. 390/GCBOA

No. 393/BOGCA

No. 394/MABOA

A = Manifest

BO = Boone, IA

GC = Granite City, IL

MA = Madison, IL

PR = Proviso, IL

NOTE 2: The C&NW St. Louis line took a hit as the national economy entered recession in 1980 and again in 1981. The BN-Frisco merger (December 1, 1980) diverted traffic away from C&NW. The biggest hit, however, was the creation of Norfolk Southern Corp. by Norfolk & Western Railway and Southern Railway on June 1, 1982. A new route for Iowa corn to southeast feed markets shifted this business off the St. Louis line. 

NOTE 3: The C&NW closed South Pekin Yard for classification work on September 25, 1982. Daily freight schedules had been cut in half (eight to four) by this time. 

NOTE 4: Although St. Louis traffic took a hit, Peoria business boomed as Iowa corn began flowing regularly to Archer Daniels Midland Co. "new" (converted from ex-Hiram Walker & Sons distillery) Peoria ethanol plant and barge loadout. Briefly in 1982-1983, C&NW operated a pair of daily freights between Proviso and Peoria (PRPEA and PEPRA), which probably handled some of this business between Nelson and Peoria. 

NOTE 5: Several changes in train operations occurred through the 1980s. The remaining pair of Boone-Granite City trains (BOGCA/GCBOA) were cut back to Marshalltown by mid-1983. These were replaced by a pair of East Minneapolis-Granite City trains (EMGCA/CGEMA) in 1985 (these trains were typically combined with other trains north of Mason City, Iowa). 

It appears that in 1987, the C&NW briefly abolished through service between Proviso (Chicago) and St. Louis. A pair of Proviso-Sterling trains (PRSTA/STPRA) and recently-restored BOGCA/GCBOA handled this traffic. By 1988, through service was restored with Madison, Illinois becoming the St. Louis area terminus. At this time, the Iowa trains only operated as far as South Pekin, with traffic combined with PRMAA and MAPRA south of there. 

CONRAIL - Pekin Secondary Track

INPE/Indianapolis to Pekin/Mon.-Wed.-Fri.

PEIN/Pekin to Indianapolis/Mon.-Wed.-Fri.

NOTE 1: In mid-1981, Conrail cancelled through rates with the TP&W. With pricing no longer equalized with Chicago, Streator and Peoria, shippers diverted business to those points, depriving the TP&W of heavy traffic east of East Peoria. New pricing encouraged some traffic to move via Peoria, with interchange taking place at P&PU's East Peoria Yard. This shift briefly swelled INPE and PEIN consists between East Peoria and Indianapolis. Shorter consists returned when shippers felt slower service than alternative gateways (Streator in particular) and re-routing of these trains via Terre Haute in 1982. A poor economy also contributed to the decline. 

NOTE 2: Conrail targeted its former Peoria & Eastern line for abandonment west of Bloomington as early as 1979. Discussions with Norfolk & Western for trackage rights between Bloomington and East Peoria began in 1980. Deferred maintenance, flood damage and derailments caused Conrail to detour INPE and PEIN over the N&W beginning in 1983. Trains were reduced to tri-weekly operation. A formal trackage rights agreement was implemented in December of that year. Pekin became the trains' area terminus, with setouts and pickups made enroute at P&PU's East Peoria Yard. 

IOWA INTERSTATE RR - Subdivision 2

Bureau Switcher/Bureau Jct. to Peoria turn/daily ex-Sun

NOTE: After Burlington Northern ended ICC-directed service on the Rock Island from Peoria to Henry on October 1, 1981, line was dormant until February 15, 1982 when P&PU assumed ICC-directed service from Peoria to Mossville (and to Peoria Heights on the Kellar Branch). In September 1983, P&PU purchased Rock Island's mainline from downtown Peoria to the Limit Yard, and leased up to Mossville. in June 1985, BF Goodrich, which operated a large chemical plant in Henry, purchased this line from Henry to Peoria. In 1986, it chose the Iowa Interstate Railroad as its operator, with service beginning June 22, 1987. 

ILLINOIS CENTRAL RR - Peoria District

2MP2/Mattoon to E. Peoria/Sun.-Tue.-Thu.

2PM1/E. Peoria to Mattoon/Mon.-Wed.-Fri.

2MP4/Mattoon to E. Peoria/Mon.-Wed.-Fri.

2PM3/E. Peoria to Mattoon/Tue.-Thu.-Sat.

2DP2/Decatur to E. Peoria/Mon.-Wed.-Fri.

2PD1/E. Peoria to Decatur/Tue.-Thu.-Sat.

NOTE 1: Declining traffic by 1982 caused Illinois Central Gulf to reduce Nos. 291 and 292 back to tri-weekly operation. By late 1983, it was abolished and replaced by an E. Peoria-Mt. Pulaski turn. 

NOTE 2: Line sales in 1985-1987 reduced ICG traffic to and from Peoria. By May 1987, Nos. 275 and 276 were abolished and replaced by the "MI Turn," which ran daily from Mattoon to Mt. Pulaski and return. The E. Peoria-Mt. Pulaski Turn provided a connection. In addition, ICG operated a pair of Decatur-E. Peoria locals - 2DP2 (northbound, ex-Sunday) and 2PD1 (southbound, ex-Saturday). In August 1987, the Mattoon - E. Peoria through trains were restored (see details above) and Decatur-E. Peoria locals were reduced to tri-weekly operation. 

NOTE 3: Line sales prompted Illinois Central Gulf to revert the historical "Illinois Central Railroad" name on February 29, 1988.

NORFOLK & WESTERN RWY. - Peoria District

D41D0/Gibson City to E. Peoria turn/daily ex-Sunday

NOTE 1: N&W acquired the Illinois Terminal RR on September 1, 1981. Nos. 200-201 had already been reduced to tri-weekly operation by this date. On February 27, 1982, Nos. 200-201 were re-routed off the ITC Northern District to the N&W via Bement and Gibson City where they continued to run through May 7 that year. the next day, N&W absorbed the ITC. 

NOTE 2: When Diamond Star Motors announced plans in October 1985 to build an auto assembly plant at Normal, the N&W decided it best to shift classification of Peoria and Bloomington-Normal business to Decatur instead of Frankfort, Indiana. Nos. 62 and 65 were abolished November 1, 1986 and replaced by a Gibson City to E. Peoria turn called "D60CG." A year later, the train was re-symboled as "D41D0." This local also worked former Illinois Terminal trackage between Farmdale Junction and Morton until that line was abandoned in 1988.

Robert Thompson: someone at a hobby shop told me and i live 1,000 yards from the C&NW line so i know this is true. that is this era it was being used as a through line. trains were constantly on it. my house shook constantly,. when the UP took over the C&NW, you couldnt keep track of the number of trains. then the line was abandoned south of springfield. a bridge over the Sangamon river need to be replaced. it was beyond repair and the UP was not willing to enter into the financial agreement with the IM. The person told me the UP regretted the decision. they had the track out of Bloomington . it was being repaired and upgraded for Amtrak. UP trains would get pulled over for Amtrak trains. the person told me the ex C&NW line through Peoria was faster.

[Additional comments by Robert and David discuss the economy in the 1970s and early 1980s.]

David Jordan posted the comment:

The final installment detailing how local railroads handled their carload freight. Using seven-year intervals, we end up in 2016. Below is a summary of mainline freight service that year, and a review of changes which had taken place since 2009.

BNSF RAILWAY - Peoria Subdivision

M-GALPEI/Galesburg IL to Peoria IL/Mon. and Thu.

M-PEIGAL/Peoria IL to Galesburg IL/Tue. and Fri.

NOTE 1: In June 2011, TP&W ceased handling BNSF haulage traffic between Peoria and Galesburg. BNSF assumed service, at first operating extras two or three times a week as "L-CHI107." 

NOTE 2: On September 5, 2011, BNSF inaugurated service Monday thru Friday with an assigned crew for L-CHI107 working an afternoon/evening trip from Galesburg to TZPR's East Peoria Yard and return. Eventually, service reverted back to extras operating two or three times a week.

NOTE 3: In late 2012, BNSF's Peoria Sub probably handled the highest tonnage in its then 155-year history. In early 2012, BNSF snatched up to six loaded coal trains per week bound for Kincaid Power Station on the IMRR, in addition to three or four weekly Havana-bound coal trains. A severe drought that summer forced Peoria and Decatur processors to purchase corn from the Northern Plains, resulting in nine loaded trains per week starting October 1. Such business slowed after January 1, and declined to a trickle by spring. 

NOTE 4: In May 2015, L-CHI107 was abolished and replaced by manifests M-GALPEI and M-PEIGAL, which operated two cycles per week. On occasion, a third train operated if traffic required it. 

* * * * *

CANADIAN NATIONAL RWY. - Peoria Subdivision

L564/Decatur to E. Peoria IL Turn/Daily

NOTE 1: CN service to Peoria changed little between 2009 and 2016 other than it appears that on some days, trains were annulled for lack of traffic or crews handled unit feed, grain or coal trains instead. 

NOTE 2: During summer 2011, L564 handled short blocks of gluten feed pellets to TZPR, which built them into feed train G-PEISMR for BNSF. 

NOTE 3: In October-December 2012, CN received up to six loaded unit corn trains from BNSF for Decatur as severe drought significantly reduced yields in Central Illinois. Traffic moderated after January 1, and declined to a trickle by spring. 

* * * * *

ILLINOIS & MIDLAND RR

No scheduled freight service.

NOTE: Manifest service reflected declining on-line business. It appears that most non-coal traffic (as well as coal "stragglers") were handled by Powerton and Shops Roadswitchers, which exchanged traffic at Havana. On other days, locals would run through between Shops and Powerton. Another crew worked the TZPR interchange at East Peoria.

* * * * *

IOWA INTERSTATE RR - Peoria Subdivision

SIPE/Silvis IL to Peoria IL/as needed

PESI/Peoria IL to Silvis IL/as needed

NOTE 1: In July 2011, Iowa Interstate crews qualified to run through on Tazewell & Peoria Railroad trackage between the North Limit Yard and East Peoria (or the Pekin main) to handle test coal trains from Union Pacific. By April 2012, the IAIS was acting as haulage agent for Norfolk Southern unit grains from Des Moines to Peoria (NSDMPE loads, NSPEDM empties), thus establishing regular movements over TZPR trackage. 

NOTE 2: In 2006, IAIS predicted that planned new online-industrial development would increase traffic 50 percent by 2012, and that limits on operations along CSX's New Rock Sub west of Joliet and Metra east of Joliet would require a shift in routings to Peoria. Discussions with Norfolk Southern reportedly began in 2009. 

NOTE 3: In late-January 2014, Iowa Interstate began delivering three unit ethanol trains per week to Norfolk Southern at East Peoria. A small block of manifest traffic for NS was common on some of these trains. In reverse, NS delivered Train 115 from Knoxville (TN) to IAIS at East Peoria. This train was made up of ethanol empties sprinkled with some manifest traffic. Longer trains usually parked on the Pekin mainline. 

NOTE 4: With the increase in NS interchange at Peoria, IAIS scheduled regular manifests SIPE and PESI between Silvis and Peoria. By the end of 2014, ethanol trains had increased to daily. Train 115 was running up to five days a week, and empty ethanol trains were balancing daily loads. On most days, IAIS operate two SIPEs and two PESIs to handle the heavy volume. 

NOTE 5: In late 2015 and early 2016, heavy ethanol, corn, grain mash, potash and manifest traffic probably resulted in the heaviest daily tonnage ever handled one what was Peoria's first railroad (Peoria & Bureau Valley opened November 7, 1854)! 

NOTE 6: Declining crude oil traffic via Chicago and completion of major maintence projects on both ex-NKP and ex-NYC lines out of Chicago freed up new capacity. NS to demanded ethanol trains be interchange at Chicago instead of Peoria. Train 115 was abolished by mid-February 2016. Some traffic was simply lost to other origins (ADM at Decatur, etc.).

NOTE 6: IAIS continued to operate SIPE and PESI trains as traffic warranted (almost daily in winter, three cycles or the most of the year). The weekday Bureau Switcher (BUSW) frequently handled Peoria service, especially after a shift in dispatching from Peoria to St. Albans, Vermont caused numerous and costly delays to crews and traffic. 

* * * * *

KEOKUK JUNCTION RAILWAY

No scheduled freight service.

NOTE: Service was generally provided by local trains cycling between Mapleton, East Peoria and Good Hope (or LaHarpe) twice a week. The loss of the Spoon River Bridge in September 2013 forced KJRY to cease local train service save for movement of storage cars. Through service resumed in May 2014 when the bridge was replaced. Traffic losses as consequence of this long service interruption resulted in train service being reduced as little as once cycle per week. 

* * * * *

NORFOLK SOUTHERN RWY. - Bloomington District

D49/Normal IL to E. Peoria IL Turn/Daily ex-Sat. & Sun.

NOTE 1: In October 2010, NS assigned a new daytime local, D46, to work from Good Yard to TZPR and return Sunday through Thursday in place of D49. Eventually, this assignment was adjusted to a Monday through Friday schedule. 

NOTE 2: Caterpillar machinery business was sufficiently heavy to restore 055 by late 2010. Traffic remained heavy through 2011 and 2012 when 055 operated weekly (combined with D46 to Good Yard). Declining demand for Caterpillar equipment from late 2012 as mining and construction markets softened eventually caused NS to curtail 055's operation. 

NOTE 3: In July 2015, Mitsubishi Motor Manufacturing of America (MMMA) announced it was closing its Normal assembly plant by late in the year. The plant had been re-tooled for a new model in 2012 but sales lagged, and relied on exports. By December 2015, NS abolished D46 and began running D32 (north) and D36 (south) through between Decatur and East Peoria. 

NOTE 4: In February 2016, NS assigned D49 to work weeknights from Good Yard to TZPR and return. Local D32 again turned as D36 at Good Yard. 

* * * * *

TOLEDO, PEORIA & WESTERN RWY.

???/E. Peoria IL to Effner IN/Sun. & Thu.

???/Effner IL to E. Peoria IL/Tue. & Sat. 

NOTE 1: In 2012, TP&W rehabiliated its old Effner Yard, using it as the eastern terminus of "M-Trains" to and from East Peoria. If time permitted, however, these trains might run further east. The reason for the change was lease of the old Hoosierlift facility to GE Energy for storing wind turbine components. 

NOTE 2: In addition to twice-weekly road freights (M-Trains"), locals called out of East Peoria made as-needed turns to Cruger, Gridley, Fairbury, etc. to handle local business. 

NOTE 3: Late in 2016, TP&W began handling every sixth day unit ethanol trains to CSX in Indiana. Trains, loaded at Pekin, and assembled by TP&W at East Peoria, operated separately or combined with the M-Trains. 

* * * * *

UNION PACIFIC RAILROAD - Peoria Subdivision

MCLPE/Clinton IA to Peoria IL/Sun. & Thu.

MPECL/Peoria IL to Clinton IA/Tue. & Fri. 

NOTE 1: In December 2010, Union Pacific assigned its Peoria Wayfreight to handle MPRPE and MPEPR traffic between Peoria and Nelson. Designated "LPD01B," a crew worked north on Friday, south on Monday and a roundtrip from Peoria to Nelson and return on Wednesday/Thursday. By summer 2011, this practice was abolished and MCLPE and MPECL trains were restored between Clinton, Iowa and Peoria, operating twice-weekly. 

NOTE 2: Heavy construction and track upgrades on both ex-Alton and ex-C&EI routes caused Union Pacific to detour manifests MPRAS and MASPR via the Peoria Sub in 2013 and 2014. In addition, unit frac sand trains were frequent visitors in spring 2014. In 2015, MDNBUS (Manifest, Denison TX to Butler WI, Sand) was routed via the Peoria Sub.