Bluff Line Railroad
The
Bluff Line Railroad began as the St. Louis, Jerseyville, and
Springfield Railroad, which was incorporated in November 1880. The
railroad went from Springfield, Illinois to the Mississippi River
near Grafton. The line was completed in 1882 from Bates on the
Wabash, west of Springfield, through Jerseyville to Dow, where it
descended the Mississippi River bluffs to Elsah, and followed the
shoreline to Grafton. After a lease to the St. Louis and Central
Illinois Railroad in December 1886, the line was reorganized in
November 1888 as the St. Louis, Alton, and Springfield Railroad,
with incorporation in June 1887. In 1889, the company built a branch
from Dow to the river at Lockhaven, and then along the Mississippi
to Alton, as well as a connection from Elsah to Lockhaven. The
Dow-Elsah segment would later be abandoned. In September 1892,
another reorganization of the railroad resulted in the St. Louis,
Chicago, and St. Paul Railroad, which built a direct entrance to
Springfield from Loami (south of Bates), as well as an extension
from Alton to Granite City in July 1894. The company was reorganized
again in October 1897, forming the St. Louis, Chicago, and St. Paul
Railway of Illinois. In March 1900, the Bluff Line was merged into
the Chicago, Peoria, and St. Louis Railway of Illinois, a
reorganization of the Chicago, Peoria, and St. Louis Railroad of
Illinois, and at the same time, the Litchfield-Madison line was
split off as a new Litchfield and Madison Railway, which the CP&Stl
continued to operate under lease until June 1904. In December 1909
the Chicago, Peoria, and St. Louis Railroad was incorporated, and
took over the property of the Chicago, Peoria, and St. Louis Railway
of Illinois in 1913. Operations continued until November 1924, when
four separate companies purchased portions of the property at a
foreclosure sale. (1) The Alton and Eastern Railroad, Granite
City to Grafton, including the lease of the Alton Terminal Railway
leased to the Illinois Terminal Company in 1930 and merged in 1937;
now part of the Norfolk Southern Railway. (2) Chicago,
Springfield and St. Louis Railway, Lockhaven to Springfield; later
abandoned. (3) Springfield, Havana, and Peoria Railroad, Springfield
to Pekin, leased to the Chicago and Illinois Midland Railway in
1926, and merged in 1936; now part of the Illinois and Midland
Railroad. (4) Jacksonville and Havana Railroad, Jacksonville to
Havana, later abandoned.
There were depots along the Bluff Line in Alton (on the riverfront),
Riehl’s Station, Clifton Terrace, Elsah, Lockhaven, Chautauqua, and
Grafton. Lockhaven was the site of not only a small depot, but a
coal dock, small store, and water tower.
***********
ALTON AND GRAFTON RAILROAD
Source: Alton Telegraph, February 17, 1871
This road will soon be built, there is no doubt. The original
charter was granted in 1867, and amended in 1869. The company is now
fully organized with William Shephard, President; William H. Allen,
Treasurer; E. A. Pinero, Secretary; Giles F. Filley, St. Louis,
Casper Stolle, St. Louis, James E. Starr, Jersey Landing, W. R.
Mears, Grafton – Directors.
The road is to be built along the Mississippi River under the bluff,
above high-water mark, and will be fifteen miles long. Probable cost
of the road - $25,000. $50,000 of this was taken in Grafton.
Arrangements have been made for a permanent survey of the road as
soon as the weather permits.
For the last two years, the stone taken from the quarries at Grafton
have averaged 940 tons per day, or 94 car loads. To transport this
amount of stone, G. S. & T. Company use 25 barges. These barges
carry from 100 to 600 yards of stone at a load. The steamboat Porter
is used by the company as a towboat. 500 to 1,000 hands are employed
in the quarries, and the monthly payrolls sometimes reach as high as
$20,000. Besides this great quantity of stone to be transported,
there are large quantities of grain, flour, fruit, lumber, &c., and
not only the productions along the river, but from the mills and
farming regions of Otter Creek and adjoining prairies. The grape and
fruit business between Grafton and Alton is already getting to be an
important item, and is greatly on the increase. It is said by those
who have seen both places, that the scenery and building sites along
the proposed road are not surpassed by the most favored places on
the Hudson River.
ALTON
AND GRAFTON RAILROAD
Source: Alton Telegraph, January 12, 1872
(From the St. Louis Railway Register)
For several years, we have been impressed with the importance of a
railroad between Alton and Grafton, and the impression has been
deepened with increased familiarity with the locality. The distance
is but eighteen miles, and the route perfectly feasible. Along the
entire line are vast and exhaustless deposits of limestone, marble,
cement-rock, and valuable building stone of various formations,
equaled in value by no similar deposits in the West. The limestone
burns into the purest and whitest lime made in the country, and the
cement rock produces cement equal to that made at Louisville. The
Grafton marble, or magnesian limestone, is the most elegant and
beautiful building stone in the West. All these resources are
comparatively untouched. In addition, the road would open to
commerce a populous and wealthy agricultural and horticultural
section, as yet destitute of railroad facilities.
On the bluffs, between Alton and Grafton, are located the finest
orchards and vineyards in the State. The soil and climate here are
specially adapted to the growth of the vine, and the bluff vineyards
of Madison and Jersey Counties will yet rival those of the Rhine. So
much for freight prospects.
As regards feasibility: This road presents no engineering
difficulties. It could be built directly under the bluffs, as is the
Iron Mountain Road. The McAdam and ballast are on the ground. But
two bridges would be required – one over the Piasa, the other over
Hop Hollow Creek.
Alton is an important railroad center, and connections could be made
there with the Chicago and Alton Road, main branch and Jacksonville
division, the Indianapolis and St. Louis, and the Rockford, Rock
Island, and St. Louis. Grafton is a flourishing town at the mouth of
the Illinois River, and has no railroad connections. Will not some
live railroad men take cognizance of these facts?
THE BLUFF LINE RAILROAD
Source: Alton Daily Telegraph, February 10, 1888
The St. Louis and Central Illinois Railroad has arranged for its
Alton extension. The contract for constructing the line from a point
at or near Newbern to a connection with the Indianapolis and St.
Louis and Chicago and Alton Railroads at Alton has been signed, and
work will commence as soon as the weather permits. The palace
steamer Hudson, belonging to this company, is being put in elegant
condition for this season’s trade between St. Louis, Alton, and
Grafton, and will commence her regular daily trips as soon as the
river is open and safe to navigate.
Mayor McPike and a number of business men held an informal meeting
this afternoon at the Building Association office, to consult with
regard to the railway improvements now in contemplation. A committee
was appointed to confer with the managers of the St. L. A. & S.
Railway in Alton. The committee consists of Zephaniah B. Job, Lucas
Pfeiffenberger, J. H. Yager, C. A. Herb, H. M. Schweppe, Louis
Haagen, and Mayor McPike.
BLUFF LINE RAILROAD APPROVED
Source: Alton Daily Telegraph, March 5, 1888
General Manager Fisher of the Bluff Railroad arrived in town this
morning, and had a conference with the Mayor and Aldermen Schweppe,
Hewitt, and Armstrong, the committee to whom the matter of laying
tracks on the levee was referred. Some modifications were made in
the privileges asked for by the railroad company, and a satisfactory
understanding arrived at. Mr. Fisher said that the contractors would
now go to work at once, but that they would break ground beyond the
pickle factory first, and do nothing on the levee front until the
ordinance was passed.
THE BLUFF LINE EXTENSION
Source: Alton Daily Telegraph, March 19, 1888
Work on the extension is progressing as rapidly as the weather will
allow. Two additional engineers, Messrs. Boron and Donaldson of St.
Louis, arrived in town this morning and will assist in the surveys.
From Newbern four miles south, the contract for grading has been
awarded to Smith & Brown. They will start in with 40 or 50 teams
tomorrow. Twelve to 15 tents will accommodate their men. The route
between Hop Hollow and the sawmill has been changed to a point
higher up the bank, in order to escape danger of overflow.
The Bluff Railroad will have some fine places to build water tanks
just above the city, to be supplied from the springs that abound
high up in the rocky strata.
BLUFF RAILROAD UNDER CONSTRUCTION
Source: Alton Daily Telegraph, April 14, 1888
The new Bluff Railroad will have a much easier grade out of Alton
than the Chicago & Alton Road. The roadbed is being constructed as
rapidly as men, horses, and money can do it. The contractors are not
meeting with the difficulties they at first apprehended, namely rock
cuts under the bluffs between Alton and the mouth of the Piasa. All
the contractors express themselves as being able to finish their
part of the work by July 1, that being the time agreed on for the
completion of the roadbed.
THE BLUFF RAILROAD
Source: Alton Daily Telegraph, April 21, 1888
A gang of Italians arrived in town this morning for the purpose of
working on the Bluff Railway.
FIRST SPIKE INTO THE BLUFF RAILWAY
Source: Alton Daily Telegraph, April 26, 1888
About noon today, Mayor Henry G. McPike was notified by the Bluff
Railway contractor that rails and ties were ready for the first
spike. Mr. McPike repaired to the place at the upper part of the
levee near Sparks’ mill in Alton. A small company was assembled, and in their
presence the Mayor struck the first spike a few blows, followed by
Captain Sparks and Mr. H. R. Phinney, who both proved themselves
stalwarts in the use of a sledge hammer. Mr. McPike then made a few
remarks complimentary to the railway company, the contractors and
workmen, and congratulated our citizens on the auspicious work by
which Madison, Jersey, Greene, and Sangamon counties would soon be
united with iron bands, a bond that will prove mutually beneficial
to all the territory locally connected by the road in question.
Everything is booming along the line of the extension from Newbern
to the city of Alton. At the present rate of progress, the road will
be completed by June 15. Ties and iron are being rapidly distributed
along the line between Alton and the mouth of the Piasa Creek. The
necessary arrangements will be consummated within the course of the
next few days, whereby Jersey County will be relieved of her
elephant, the “Sanford Monuments.” The railroad company want them as
they wish to cross the historic Piasa on these piers.
THE BLUFF RAILROAD
Source: Alton Daily Telegraph, May 16, 1888
The Bluff Railroad Company has put a large force of men and teams at
work, filling in their right-of-way east of the vinegar factory [in
Alton]. The earth and rock therefore are taken from the old
penitentiary grounds. The indications are that the company intends
running along the riverfront of the vinegar factory and the water
works. As regards the right-of-way at the sawmill property, the
railroad company claims that they have no controversy with Allen &
Ryrie. The city has granted the right of way, and should furnish it.
Any controversy there may be lies between the city of Alton and
Allen & Ryrie, not between the railroad and the gentlemen named. The
grading on the new railroad is now practically finished to the city
limits, and the roadbed ready for the ties.
THE BLUFF RAILROAD
Source: Alton Daily Telegraph, August 01, 1888
Manager H. A. Fisher of the St. Louis, Alton, & S. Railroad spent
last night in Alton, and left for Springfield this morning. He says
the work is progressing favorably, and will be pushed to completion.
An extra force of workmen has been put on at the sawmill. The bridge
builders are busy at the Piasa. Ties are being distributed along the
northern part of the extension, and rails will be deposited along
the route next week. All these indications are favorable to an early
completion of the road, and Mr. Fisher says the intention is to
“push things,” regardless of the hot weather.
BLUFF RAILROAD
Source: Alton Daily Telegraph, August 03, 1888
General Manager H. A. Fisher of the St. Louis, Alton & Springfield
Railroad was in town this morning in the interest of his road. He
reports bridge building in active progress at Hop Hollow and Piasa
Creek. At the latter point, they are using the piers built by Jersey
County, and which the company purchased. Track laying will commence
in about a week. Mr. Fisher expects to have trains running into the
city by September 01.
THE BLUFF RAILROAD
Source: Alton Daily Telegraph, November 01, 1888
Mayor Henry G. McPike received the following telegram this morning
from H. A. Fisher, General Manager of the St. Louis, Alton, &
Springfield Railroad, who is now on his way home from the East:
Buffalo Depot, November 01, 1888
To Henry G. McPike:
I now have deed of line from Bates to Grafton. The rails have been
purchased and shipment is promised on Saturday next. All barriers
are removed to the prompt completion of the Alton extension. Will
call on you Saturday or Monday. Signed H. A. Fisher.
This is good news, and means the completion of the Bluff railroad
within thirty or forty days.
BLUFF RAILROAD
Source: Alton Daily Telegraph, December 21, 1888
General Manager Fisher of the Bluff Railroad arrived here this
morning from Cleveland, Ohio, where he made satisfactory traffic
arrangements with the Bee Line between Alton and St. Louis. Mr.
Fisher intends to put on a Jerseyville and Alton special, to
accommodate the suburban travel. It will leave here at such an hour
in the morning, as the majority of the Alton people deem most
convenient, and run through without a stop. The time from Alton
depot to Main Street depot, St. Louis, will be fifty minutes. The
train will be a flyer, both in going down and returning in the
evening. Mr. Fisher says the company will issue annual, semi-annual,
and quarterly commutation tickets, and make every effort to
accommodate the local travel between here and St. Louis.
The track layers on the Bluff Railroad are making rapid progress.
They are now halfway between Hop Hollow and the city limits, and
will be at the sawmill by tomorrow evening. They have advanced
wonderfully fast since the track laying commenced. The advent of the
trains on the new road into Alton will be a great event, and will
mark a new era in the history of Alton, aiding its retail trade,
making it a more eligible point for the location of factories and
wholesale houses, and a still more desirable locality for suburban
residents.
RAILROAD WAR IN OUR MIDST
Chicago & Alton vs. Bluff Railroad
Source: Alton Daily Telegraph, December 24, 1888
Considerable excitement was caused in the city Saturday afternoon by
the action of the Chicago & Alton Railroad Company, in blocking
their track under the bluff, in order to bar the progress of the St.
Louis, Alton, & S. Railroad approaching the city. The ground of the
blockade is that the Bluff Railroad Company intends moving the track
of the Chicago & Alton, and crossing it twice to the detriment of
the latter. It seems that license must be obtained before a railroad
company lays track, and after that is executed, a contract exists of
which the railroad cannot be deprived except by legal means.
Mayor Henry G. McPike attempted to have the blockade raised, and
told the agent, Mr. Barlow, to consider himself under arrest, but
was unsuccessful in restraining the action of the Chicago & Alton
authorities, who continued the blockade over Sunday, and still
maintain it. They have an engine and train of cars blocking the road
at Watson’s stone crusher, and another engine and cars nearly
opposite the Vinegar Factory. Mer contra, Mr. Fisher, the General
Manager of the new road, claims (1) that he does not intend running
over the track of the Chicago & Alton, but on the right of way
granted by the city, and (2) that he supposed he had made an
agreement with the managers of the Chicago & Alton.
The point at which the main blockade is maintained is at the stone
crusher. At this point, it was the intention of the Bluff Railroad
to move the Chicago & Alton track over nearer the bluff, to make
room for the St. L., A. & S.
This afternoon, we understand that the new railroad company made
amicable arrangements this morning with Mr. Watson and also with Dr.
McKinney, proprietor of the Vinegar Factory, and we believe that if
the officials of the two roads can confer together, their
difficulties can be adjusted. There is one thing that will have to
be adjusted, either by the city or the new railroad, and that is the
matter of the wagon road. If the new track is laid down along the
right of way, it will block all communication by wagon with the
crusher, the lime kilns, and the saw mill, and the owners of these
enterprises must be protected in their right, and the road bed first
widened so as to give them free access to their factories.
Source: Alton Daily Telegraph, December 27, 1888
Manager Fisher of the Bluff Railway, and H. C. Draper, Assistant
Chief Engineer of the Chicago & Alton Railway, met this morning in
A. W. Hope’s office, and an agreement was arrived at and reduced to
writing. The injunction granted the Chicago & Alton to prevent work
on the upper levee by the Bluff Railway company was to be dissolved,
and all obstructions removed, providing no attempt is made to cross
the track of the Chicago & Alton. If the Bluff Railway will move the
C. & A. track on Mr. Watson’s land, also cut off part of the Vinegar
Factory, thus enabling them to lay their track without crossing the
C. & A. track, no objections will be made to the passage of the new
road.
The C. & A. did not intend to oppose the entrance of the St. L, A. &
S. into Alton, but did object to their track being crossed twice at
the Pickle Factory, by a parallel road. It is also charged that the
Bluff Railroad did not intend to make the double crossing alluded
to, unless they failed to make favorable terms with the owner of the
Vinegar Factory. If that is the case, the controversy has arisen out
of a misunderstanding. The matter is shaping itself favorably today.
We shall have out new road and old road too, with everybody’s rights
protected, and all things working together for the prosperity of the
new Alton.
BLUFF LINE RAILWAY OPENED
Source: Alton Telegraph, January 17, 1889
The St. Louis, Alton, and Springfield line was opened yesterday,
January 16, between Jerseyville and Alton. At Alton, connection is
made with the Bee Line. This company is composed of St. Louis men,
and the enterprise meets with encouragement on all sides. It has
been christened the Bluff Line, for it runs from the Union Depot at
Alton, northward under the bluffs overhanging the river, to a point
near the mouth of the Piasa, where it leaves the Mississippi,
crosses the Piasa, and taps the road from Jerseyville to Grafton at
Newbern. The Alton and Newbern extension is now completed. There
will be three trains daily to and from the Union Depot in Alton. The
company has prepared its own rolling stock, and will make a feature
of its passenger business. The Bluff Line is the name which was
given the new road by the Telegraph last summer, and it has been
formally adopted by the company.
The first passenger train on the new railroad arrived here at 8:30
Monday morning. The train which arrived here was made up of a
combination car, a passenger coach, and a chair car, all new and
handsome specimens of rolling stock, and drawn by engine “Delos R.
Haynes.” The conductor was Mr. E. L. Burrill, and the engineer Mr.
George Webb. Those onboard were President D. R. Haynes, General
Manager Fisher and wife, Secretary L. C. Haynes and wife, Mr. Gorse
of the Post Dispatch and wife, Mr. Swift of St. Louis, Attorney O.
D. Leach, and others of Jerseyville. Had the weather not been so
unpleasant, many more would have made the trip. Mr. Louis Steritz of
Clifton Terrace was the first passenger from that suburb. The train
made good time from Jerseyville, and no trouble was experienced
along the new track, which is a credit to Engineer Swift and the
contractors. President Haynes says that the company will build
depots at Clifton Terrace, Haynes (near Piasa bridge), and Newbern.
Manager Fisher says Hop Hollow station will be called Glenmary.
WORK PROGRESSES ON BLUFF RAILROAD
Source: Alton Daily Telegraph, January 03, 1889
The track layers on the Bluff Railroad have advanced to a point a
little this side of the lime kiln of the Alton Lime and Cement Co.,
and are there stopped by the blockade on the Chicago & Alton tracks.
Engineer Draper of the Chicago & Alton gives two reasons for
maintaining the blockade at this point – (1) That the Bluff Railroad
Company has not completed the connection west of the stone crusher
as agreed upon, with the spur track of the Chicago & Alton leading
into the sawmill lumberyards. (2) That he cannot, under his
instructions, permit the Chicago & Alton track to be moved onto the
land of the Alton Lime & Cemetery Co until an agreement has been
made with the owners thereof, as it might subject his road to a suit
for damages or trespass.
In regard to the first objection, we understand that the contractors
building the new road have agreed to have the connection desired
made at once. In respect to the second objection, we are informed
that the Bluff Railroad Co. has not yet purchased from the Lime and
Cement Co. the strip of land on which it is desired to move back the
track of the Chicago & Alton. On the other hand, the Lime and Cement
Co., in order to make room for the new road, have moved their
warehouse off the county road. There are also differences between
the two companies as to switching privileges and connections on the
levee, the St. Louis, Alton, & Springfield not being willing to
concede what the Chicago & Alton asks. The citizens are very anxious
to see the new road completed into Alton, and are indignant at the
obstructive policy of the Chicago & Alton, while the officials of
that road claim, per contra, that they are only protecting their own
interests.
BLUFF LINE INSTALLS SIDE TRACK
Source: Alton Daily Telegraph, April 16, 1889
The Bluff Line has put a side track to Watson's quarry, and made
connection with the river-side track, where ties are transferred
from barges.
RAILWAY EXCURSION TO CLIFTON [TERRACE]
In Celebration of the Opening of the Bluff Line Railroad
Source: Alton Telegraph, August 01, 1889
The special rail car furnished the Alton officials and others
through the courtesy of Manager Fisher of the Bluff Line left the
Union Depot for Clifton Terrace at 11 a.m. Wednesday. Among those
present were Mayor and Mrs. McPike, Mrs. Colonel Samuel Moreland,
Alderman and Mrs. Noble, Aldermen Weigler, Neerman, Gruse,
Volbracht, McHenry, Curdie, Raible, and Elble; Clerk Ward, Counselor
McGinnis, ex-Mayor Pfeiffenberger and Herb, ex-Aldermen Hewitt and
Armstrong, Engineer Dickson, Messrs. H. D. Mann, Hosea B. Sparks,
Dr. Garvin, and Mr. L. C. Haynes of St. Louis.
The excursionists were furnished with silken badges inscribed “Bluff
Line, 1889, July 24, City of Alton, Greeting to City of Springfield.
Welcome.” The Springfield party was met at Newbern at 12 a.m., and
introductions and greetings took place. The train then ran to
Clifton Terrace, arriving there about 12:30 o’clock.
At Clifton, the banquet was an elaborate affair, three large tables
were utilized, decked with bouquets and spread with all that could
please the taste and appetite. Mayor and Mrs. McPike occupied the
head of one table, Mayor Hay at the other extremity. General Manager
Fisher introduced Mr. L. Stiritz, and stated that Mr. Stiritz had
waited 40 years for a railroad, and today, to celebrate the event,
he broached a cask of wine of the vintage of 1883. A toast of
congratulations and greetings from the Bluff City was offered to
Springfield, the “Queen City of the Prairies,” by Mayor McPike.
Mayor Hay and Alton must have good money, solid people, and all
other advantages, judging from what he knew of the place.
Judge Matheny, the veteran jurist of Springfield, said he was around
over these bluffs 65 years ago, and was born in an adjoining county.
He gave a humorous sketch of the old times, when he first tickled
his bare feet on a Brussels carpet. He gave a glowing account of the
State, was proud of all of it, and had no jealousy of any city.
Mayor McPike made a few eloquent remarks, largely retrospective. He
treated of the efforts in the State to advance freedom, and
mentioned happily the two great martyrs, one sleeping at Alton, the
other at Springfield – Lovejoy and Lincoln. The speaker referred to
the great advantages accruing through the construction of railroads.
Mr. L. C. Haynes apologized for the absence of his brother, Mr.
Delos R. Haynes, President of the railroad, and in his name extended
a welcome to all present. Ex-Mayor Pfeiffenberger of Alton ascribed
due praise to Mayor McPike, for his efforts in advancing the
interests of the Bluff Railway. Ex-Mayor Herb expressed his pleasure
at meeting those present, and paid a telling tribute to those
through whose exertions the Bluff Railroad had been built. City
Counsellor McGinnis spoke of the advantages accruing to Alton,
Springfield, and other points through the construction of the
railroad, and gave a glowing description of the city of Alton.
Alderman White of Springfield pronounced everything good in
connection with the celebration, and felt thankful to all concerned
in building the Bluff Railroad, and complimented the “Twin railroad
cities.”
During the banquet, music was rendered by J. S. Pierce, J. E. Brown,
and Louis Betz, who alsp played for the dance following. The spread
was a fine tribute to the skill of Mrs. H. A. Fisher, the Misses
Stiritz, and others. Manager Fisher said that the company was
operating the road as an independent line between Springfield and
Alton, and would continue so to do.
After dancing on the platform at the Terrace and viewing the
Missouri scenery spread out beyond the Mississippi, the train
returned to Alton, and the party boarded Captain Starr’s Altonian,
and were treated to a fine ride, first up the river, then down to
Maple Island, where they were landed on the Missouri shore to await
the arrival of the Spread Eagle, by which they were brought back to
Alton, free of charge. The Springfield people then immediately left
for home by the Bluff train.
TROUBLES ON THE BLUFF LINE RAILROAD
Source: Alton Telegraph, December 5, 1889
When the Bluff Line ran their track over Mr. Henry Watson’s land
above the Water Works, a written agreement, signed by the officers
of the company, was entered into, that in consideration of the
privilege of using Mr. Watson’s land for the track, at the nominal
sum of $1 per year, the company would do the switching of cars for
Mr. Watson and the Lime and Cemetery Co. for $1 per car. After this
had been in operation some time, the railroad company raised the
rate to $2 per car, and this Mr. Watson has been paying. Mr. Watson
had legal notice served on them ninety days ago to vacate his land,
for which they had never paid, and further legal notice was served
about two weeks ago, notifying the railroad company that blasting
would be done at a point near the tracks. Mr. Watson told city
officials that he had been obliged to buy rock of other quarrymen,
because of the difficulty of getting to the most available point for
his operations. A blast was made, and an immense mass of rock fell
on the railway track, blockading it for the time being. The railroad
company put a force of men to work Sunday, removing the rock, which
was thrown upon the county road by the railroad hands, completely
blockading that thoroughfare.
The Bluff Line should live up to their written agreements. The local
authorities are bound to stand by Mr. Watson, as he is simply
following the precedent set by the city.
The Bluff Line, through Hon. A. W. Hope, their attorney, applied
Tuesday for a writ of injunction against Henry Watson to restrain
the latter from blasting rock on the bluffs along the line of the
railroad. Sheriff Crowe served it upon Mr. Watson this afternoon.
There was no interference with the running of trains on the Bluff
Line Monday, since the rocks were removed by the railroad men. A
blast this morning, however, hurled a perfect avalanche of stone and
dirt down upon the track, and caused an obstruction.
NOTES:
In 1890, the St. Louis, Alton, and Springfield Railroad took Mr.
Watson to court. He was charged with obstructing the United States
mail, which was delivered by train. By February 20, 1890, the suit
was dismissed.
HOP HOLLOW STONE QUARRY vs. THE BLUFF LINE
Source: Alton Daily Telegraph, December 11, 1889
To a representative of this paper, Mr. E. D. Babbitt, proprietor of
the Hop Hollow Stone Quarry Co., made the following statement: When
the Bluff Line contractors came within a short distance of his
property, he found that graders had camped near his ground with the
intention of building the track on his land, without asking his
permission. He immediately wrote Mr. Fisher that he would object to
such proceedings. Mr. Fisher came to Alton, and a contract was made
out and signed by Mr. Babbitt and Mr. Fisher, wherein Mr. Babbitt
agreed to give the right of way over his land in consideration that
the railroad company would build and maintain a side track from its
main track to the stone quarry and mill where the stone was sawed
into dimensions. Mr. Babbitt further agreed to furnish the railroad
company with $200 worth of stone on the cars, on side track, five
months after date of contract, which was signed by both parties on
March 23rd, 1888. The road bed was built and the track laid over the
land of the Stone Quarry Co., but from that day to this, Mr. B. has
not been able to get the railroad company to build the side track or
pay him for the use of his land. Mr. Fisher offered to relinquish
the road's claim to the $200 worth of stone if Mr. B. would pay for
the ties used in the side track. This was agreed to by the latter,
but the company failed to keep its offer. The Bluff Line has
possession, and in Mr. Fisher's own words, demands "a new deal."
This "new deal," says Mr. Babbitt, was that he should pay for the
filling of the roadbed, about 2000 yards of earth, costing about
$300, and pay 6 per cent interest per annum on cost of rails. Mr.
Babbitt declined this proposition. By this violation of contract on
the part of the Railroad company, Mr. Babbitt is not able to operate
his quarry. He has no facilities for getting his stone to market.
The old county road by which he hauled the stone to the river and
placed it on barges, has been blocked by the track of the Bluff
Line, and he can no longer haul stone that way. Mr. Babbitt could
have sold his quarry and machinery if he could have obtained side
tracks as agreed to in the contract; he has been offered money
sufficient from abroad to increase the capacity of his works on the
same conditions; he has been obliged to refuse contracts for work,
as under existing circumstances, he must operate at a loss to
himself, and so he has closed the works. Mr. B. says his works have
been effectually sealed up by the failure of the railroad company to
keep its contract. When contractors Johnson & Co. reached Mr.
Babbitt's grounds, they said they would put in the frogs and
switches, etc., and take Mr. Fisher for it, but he declined saying
he could do it cheaper with his section men. By this statement of
Mr. Babbitt's, it will be seen that Mr. Watson is not the only one
who has had difficulty with the Bluff Line in regard to promises and
written agreements made by its officials, and we are reliably
informed that a similar state of affairs exists at various points
along the line of the road. Alton business men are friendly to the
Bluff Line, but if it wishes to further its own interests, it will
fulfill its agreements to the letter.
ST. LOUIS, ALTON, AND SPRINGFIELD RAILROAD
(Bluff Line)
Source: Alton Telegraph, February 6, 1890
The St. Louis, Alton, and Springfield Railroad Co.’s through train
from Springfield to St. Louis and return made its initial trip
successfully, and the Bluff Line officials are as proud as a
youngster who has just donned his first pair of pantaloons. The
train passed through Alton in the morning on schedule time, and
carried a large number of passengers, among whom were Delos R.
Haynes, President; H. A. Fisher, General Manager, and W. S. Cooke,
Trainmaster, and Mr. E. M. Neal, General Traffic Manager for the
“Big Four.” The train makes the run to St. Louis Union Depot in one
hour, and the only stops made on the trip from the Alton Depot are
at Henry Street, Upper Alton Station, and at East St. Louis. On the
return trip, the train leaves the St. Louis Union Depot at 4:20
p.m., and reaches the Alton Union Depot at 5:25 p.m. Thus, Alton’s
railroad facilities are increased, and a large number of people will
take advantage of the accommodations which are afforded by this
train.
BLUFF LINE RAILROAD
Source: Alton Telegraph, February 27, 1890
The Bluff Line Railroad has purchased the Graff tract of land at
Clifton, and also the island opposite that place. Both places will
be improved. The former will be arranged for a picnic ground, and
the island will be fitted up with reference to making it convenient
for bathing. It is not known what the details of the scheme are, but
it is safe to say Alton will have as cozy a place in which to take a
day’s outing as can be found anywhere.
H. A. Fisher, General Manager of the Bluff Line Railroad, and F. E.
fisher, General Passenger and Freight agent, have purchased the
“Little Coney Island,” which lies opposite Clifton Terrace in the
Mississippi River, and are making preparations to build a clubhouse
and hotel on the island. At this point is one of the best bathing
resorts along the river. A steam ferry boat has been purchased,
which will be used exclusively between the island and the shore.
When completed, this will be a very attractive summer resort for the
city people. Springfield Journal.
BLUFF LINE RAILROAD
Source: Alton Telegraph, May 01, 1890
The Bluff Line Railroad has possibly been sold to the Illinois
Central Railroad. Mr. H. A. Fisher, our general manager, has been in
New York several days making negotiations. He stated the outlook for
a sale was very encouraging. If the Illinois Central has bought this
road, it will be able to run trains from Chicago to Alton, and from
there to St. Louis. The connection, if made, will be of great
advantage to Alton.
BLUFF LINE RAILROAD CHANGES HANDS
Source: Alton Telegraph, July 03, 1890
From the Globe-Democrat – The Bluff Line (St. Louis, Alton, &
Springfield Railroad) has changed hands. Delos R. Haynes, President;
L. C. Haynes, Secretary and Treasurer; and C. F. Collins,
Vice-President, have resigned, having disposed of their interests at
a good figure. H. A. Fisher will remain as General Manager, and C.
E. Kimball will fill the duties of Vice-President and Treasurer. The
property has passed into the hands of Post, Martin & Co., of New
York, who are largely concerned in the Eastern trust companies. It
has not yet developed that any leading railroad company is directly
interested in the works of extension mapped out by the Bluff Line,
but it is positively asserted that the extension from Alton to East
St. Louis, connecting with the Merchants’ Bridge, will be carried
out this summer. Indications point to the absorption of the line at
no distant day by either the Santa Fe or the Illinois Central.
Manager H. A. Fisher came up on the Flyer at 11:40, and stated to a
Telegraph representative that the St. Louis item was correct. He
said that it was simply a transferring of their stock to the New
York firm, and that the road would continue as in the past with a
new set of officers, except himself and Mr. F. E. Fisher. He also
stated that about $2,500 was paid here yesterday to workmen and
persons to whom the Bluff Line was indebted. Now hurry up the grand
reconstruction act.
BLUFF LINE EXTENSION
Source: Alton Telegraph, July 24, 1890
General Manager H. A. Fisher of the Bluff Line gave orders to the
contractors of the Elsah extension to hire all the men that could
possibly be procured to work on track laying. The grading is
completed, with the exception of about one mile. It is Mr. Fisher’s
desire to have the road in operation by July 31, at which time the
Piasa Bluffs assembly will open at the Piasaqua grounds. There are
now ample means forthcoming to prosecute the work vigorously if the
weather does not interfere.
BLUFF LINE DISASTER
Two Men and a Boy Killed, Large Number Injured
Source: Alton Evening Telegraph, August 16, 1890
A collision took place last night on the Bluff Line, about 6
o'clock. The two trains were the construction train containing the
workmen engaged on the extension at Piasa, and the passenger train
which leaves here for Springfield.
Roscoe Cutter was the engineer on the construction train, and Frank
Lee was the engineer on the passenger train. The two trains were
running at a high rate of speed, the construction train engine
backing down ahead of the cars. It was the duty of the brakeman on
the construction train to stand at the switch and signal the
passenger whether the construction train had gone or not. Last night
he left before the passenger train had arrived, and from this the
engineer supposed that the train had passed, and he went on up the
track. The construction train also pulled out about this time, and
when about one and one-half miles above Clifton Terrace, while
turning around a curve, the engines came together. Engineer Lee saw
the train coming and put on the air brakes, and this prevented the
cars from being telescoped. Both engineers saw the approaching
accident, jumped from their engines toward the bluffs, and thus
escaped serious injuries. The two engines came together with a crash
and were completely demolished, the ties which were on the train
were hurled over the cars upon the men, pinning some of them in a
horrible manner. The men and passengers were hurled in confusion
from the cars, and many lay helpless on the ground while their sobs
and groans were terrible to hear. Supt. Seymour immediately came to
Clifton and sent word to Alton, where a train was immediately sent
up to the scene of the accident.
Little Charles McGee, aged 14 years, whose home is in Alton, was
water boy for the men and was sitting on the pilot of the engine at
the time of the collision. His head was cut entirely off, and parts
of his body were strewn for many feet along the track. Peter Smith,
an unmarried man from Springfield, fireman on the passenger engine,
was caught between the boiler head and the tender of the engine, and
partly scalded and partly roasted to death. He was putting in coal
at the time, for his shovel was between his legs when found. He
could not be gotten out until the coal was removed and the wood cut.
The last one killed was John Murray, a laborer, who had a hole in
his right side and over his heart was a bruise.
The wounded were: Mike Cantwell, hurt about the head seriously and
also internally; C. J. Owens, postal clerk, was thrown through the
partition and hurt on chest; Joe Daly, conducted on the construction
train, supposed to be fatally injured, back and side wounds and hurt
inwardly; Frank Conway, express messenger, bruised on left side,
knocked out of the car by the tank of the passenger engine,
telescoping the baggage car; Frank Lee, engineer on passenger train,
sprained ankle from jumping and head bruised; Pat McElligot, left
leg broken and hurt internally, thought to be seriously; Henry
Unterbrink, fireman on construction train, cut in head and hurt in
hips; Passengers wounded: Henry Miller of Fieldon was wounded in
back; Frank Schattgen was thrown from his seat in the car to the
platform on his head; Superintendent Seymour was bruised badly about
the body, had one leg cut and nose broken.
Doctors Haskell, Gibson, Schuessler and Halliburton went up and did
all that was in their power to alleviate the sufferings of the
wounded. A company of ladies, on the passenger train, going to
Jerseyville and Springfield, did excellent work in caring for the
wounded.
It was indeed a sorrowful company which came back on the train at 10
o'clock last night carrying the dead and wounded. The depot was
crowded with people who were looking for friends, and many tears
were shed even by the stoutest. Nearly all the wounded were taken to
the hospital where they were tenderly cared for by those in charge.
The engines are not materially damaged. It is estimated that $2,000
or $3,000 will make them all right. The track at the point of the
wreck is higher on the south side than on the other, and this threw
the train over toward the bluffs. This probably saved many lives,
which would have been lost if the track had been level.
Mrs. Orville A. Snedeker and two boys, Miss Mamie Tyson, Miss Lucy
Brownlee, and Messrs. Robert T. Brock, Harry Chapman, David Wykoff,
Guy Edwards of Jerseyville, Misses H. R. Taylor, S. H. Taylor, and
W. B. Baker of Springfield, Illinois were on the train but escaped
with slight injuries. Many of the men speak in glowing terms and
feel thankful to the ladies who so kindly rendered them all the
assistance possible before the physicians got to the scene. They
came to this city last night and took the train for their homes this
morning.
Mr. Mike Cantwell, the section boss, who is supposed to be fatally
injured, lives at Tallula in Menard County, where he has a wife and
ten children dependent on him for support. He is an honest,
industrious man, and remitted his wages regularly to his family.
Postal Clerk C. J. Owen's escape from death was almost miraculous.
The tender of the engine crashed through the baggage compartment and
into the postal compartment, but not quite far enough to crush Owen,
but he was hurled violently against the stove and is severely
bruised all over. He is a crippled Union soldier, with a useless
right arm, and this limb received additional injuries. He supposed
Mr. Conway, the express agent who was in the forward compartment was
killed, but as he lay helpless on the floor, Conway was the first
man to come to his aid. The latter had heard the warning whistle and
rushed to the back of the car in time to save his life. Owen was
able to give directions about his mail, and the letters were placed
in a sack and brought back to the Alton office on the train that
brought down the wounded. This mail was worked by the Alton office
and forwarded by other routes. It will be only slightly delayed. The
Alton office also notified the Superintendent of Railway Mail
Service of the accident, and the disposition made of the mail.
Captain Owen was able to get up this morning and started for his
home at Camp Point.
Conductor Burrell's daughter, standing in the aisle when the
collision occurred, was thrown almost from one end of the car to the
other, but not seriously hurt. Fireman Peter Smith was a genial,
pleasant fellow, whose smiling face won him a host of friends. His
tragic death brings sadness to many hearts. His body was not
recovered from the wreck until about eleven o'clock.
It has been customary for the construction train to run the caboose
car in ahead of the engine, but fortunately, this trip the engine
was ahead. Had the train been made up as usual, the caboose would
have been crushed between the two engines, and probably not one of
the 40 or 50 section hands on board would have escaped death.
The Wabash wrecking train arrived at the scene of the disaster at 5
o'clock this morning. Conductor Burrill, who was so badly hurt last
winter in a collision at Challacombe, escaped this time uninjured.
When Trainmaster Cooke received the telegram of the disaster, he
immediately called on Agent Arnold of the Big Four, who wired St.
Louis for permission to take an engine and car to the scene of the
disaster. In two minutes, the permission came with instructions to
do all he could for the unfortunates. It was only a brief period
until Agent Arnold had his train ready, taking with him Samuel
Miller, foreman of freight department, D. Bison, yard master, Gus
Patterson, car inspector, and Charles Mulligan. These men worked
with a will at the wreck until the dead were all taken out of the
debris, and the wounded were safely placed in the hospital or their
homes. They are entitled to the thanks of the community, as being
employees of another road, there was no more obligation resting upon
them than on other persons. They did good work in behalf of the
victims of the disaster.
Ed Locke, a farmer living near the scene of the wreck, went home and
loaded himself down with provisions and refreshments for the relief
corps. His kind generosity was deeply appreciated by the recipients.
The Relief Corps finished up its work and got back to Alton about 12
o'clock, bringing the dead body of the fireman with them. The
wounded had previously been brought down and taken to the hospital.
Charley Collins, Engineer Swift's assistant, made a good jump. He
saw fireman Unterbrink leap from his engine, and taking it for
granted that something was wrong, sprang from the train, lighting on
the rocks below, with very slight damages.
BLUFF LINE CUT-OFF FINISHED
Source: Alton Telegraph, September 25, 1890
From the St. Louis Globe-Democrat - For the past six months, Manager
Fisher has been at work building five miles of road from the mouth
of the Piasa Creek, six miles above Alton, to Elsah, in order to
make a continuous river line from Alton to Grafton. This is now
completed, and train service put on yesterday. Passengers to Elsah
and Grafton can now leave the city at 10 a.m., spend upward of two
hours at either place, and return to St. Louis at 5:45 p.m. The
Piasa Bluffs Hotel enterprise and the Chautauqua Assembly will be
greatly benefited by this new line.
WRECK ON THE BLUFF LINE
Source: Alton Telegraph, April 9, 1891
As a switch engine was on its way to the Glass Works this morning
with four freight cars, and had reached the bend just below Henry
Street, the new track giving way slightly under the weight of the
cars caused two of them to jump the track. A box car was overturned
and quite seriously damaged, and the trucks more or less broken. A
coal car, loaded with slack, just behind the box car, also left the
track and had its trucks badly damaged. No one was injured
WRECK ON THE BLUFF LINE
Source: Alton Telegraph, April 23, 1891
Wednesday afternoon, a head-end collision occurred between the Bluff
Line work train, Engineer Carver, and accommodation No. 9,
consisting of one passenger coach and seven flats loaded with stone,
Engineer Webb. The accident occurred at Riehl’s platform, one mile
this side of Lock Haven, and resulted in the wrecking of both
engines and four cars. No one was injured except Engineer G. A.
Carver, of the work train, who sustained a severe strain in the
right ankle, and Engineer Webb, who received a severe cut in the
leg. Both engineers and firemen saved themselves by jumping.
Fortunately, the danger was discovered in time for both trains to
slow up considerably before the shock. A force of hands was engaged
last night in removing the wreckage, but this had not been fully
accomplished until a late hour this morning.
It is remarkable that this accident occurred within a few hundred
yards of the point at which the terrible wreck of a few months ago
occurred. There were in the passenger coach some 12 or 15
passengers, among whom was the Rev. Dr. C. P. Masden of the Union M.
E. Church, Grafton, who was one of those in the fatal wreck referred
to. None of the passengers were injured, their escape being due to
the number of heavy cars in front of their coach. The little steamer
City of Alma, happening along opportunely, took the passengers
aboard and brought them to Alton.
BLUFF LINE RAILROAD
Source: Alton Daily Telegraph, July 26, 1892
The Bluff Line has passed into the possession of the new company
which bought the road at the recent sale, and hereafter trains will
run through from Alton to St. Louis, arrangements having been made
with the “Big Four” Railroad for the use of its tracks from Alton to
St. Louis. Major Henry O’Hara, President of the new company, says
that the Illinois Central Railroad is the controlling power in the
reorganization of the Bluff Line, and that the road will now be run
in direct connection with the Cairo Short Line at East St. Louis.
For its northern extension, he says the new company will build to
Custer on the Elgin, Joliet & Eastern, and thus secure a direct
connection with Milwaukee. An entire new equipment of rolling stock
will soon be provided.
BLUFF LINE NEWS
Source: Alton Daily Telegraph, August 22, 1892
The new proprietors of the Bluff Line have decided to carry out the
intentions of its former owners, viz: the continuation of the road
from Alton to St. Louis, and from Bates to Springfield. The company
has been running their trains over the Wabash at the Springfield
terminus, and have concluded it will pay them to build their own
track, and not be under obligations to any other company. Alton has
been the terminus at this end of the road since it was built, and
the original owners have even gone so far as to make a survey from
Alton to St. Louis, but the matter was dropped, owing, no doubt, to
lack of funds. A party of seven engineers will leave this evening
for Bates, and commence a survey of the road into Springfield, and
the construction will immediately follow. After the Springfield
survey, the engineers will return and locate the line into St.
Louis.
BLUFF LINE EXTENSION
Source: Alton Daily Telegraph, December 8, 1892
Among Bluff Line officials there is a well-defined understanding
that this road will soon acquire the six or eight miles of track
from Edwardsville Crossing [Hartford area] to Edwardsville, now
operated in a desultory way by the Wabash Railroad. While no papers
have passed, there is little doubt but the “dinky” line will in the
near future pass under control of the Bluff Line, when the roadbed
will be reconstructed and put in good condition, and trains run at
frequent intervals to accommodate the public. This will probably
take place just as soon as the Bluff Line completes its track to the
Merchants Bridge, which is now in rapid course of construction. This
connection will be a wonderful convenience to the people of the west
end of the county, and will be highly appreciated on all sides. The
Bluff Line is also contemplating the extension of its line to Hardin
in Calhoun County, in the near future. When this is done, Calhoun
County’s fame as a county without a mile of railroad will end.
GLEN MARY STATION
Source: Alton Telegraph, February 23, 1893
Mr. W. L. Watson, a St. Louis contractor, was in Alton Tuesday
making preparations for the opening of the Hop Hollow stone
quarries. Mr. Watson will build a switch to the quarries, and get
the stone out in large quantities. A shipment of tools for grading
and quarrying was received at the Bluff Line office this morning. He
stated that he would open an extensive plant there. It is understood
that he has contracts for furnishing stone for F. G. Neidringhaus,
to supply that gentleman in his many enterprises at Madison. The
work will be commenced at once.
Mr. Watson’s foreman was in town today, securing workmen for the new
enterprise. “Glen Mary,” as Hop Hollow station is named by the Bluff
Line, will be a busy scene in a few days.
BLUFF LINE LAYING TRACK
Source: Alton Telegraph, March 23, 1893
The progress of track laying and grading on the Bluff Line is very
satisfactory to the management of that system. The grade has been
leveled for miles east of Alton, and steel is now laid to the first
opening east of the glass works. A Telegraph reported visited the
scene of operations this morning, and found Manager H. H. Ferguson
on the ground with a large force of men. As far as the eye can see,
men and teams are at work getting the grade in readiness for the
construction train, which is putting ties and rails onto the line as
fast as the roadbed is ready. Mr. Ferguson said that a pile driver
would be put to work tomorrow morning at the opening east of the
glass works. The steam shovel is being used to get dirt at Lock
Haven, which is being used to fill up the trestle along the levee.
Another force of men are at work piling rock along the embankment to
keep the river from washing away the grade.
BAD WRECK ON THE BLUFF LINE
One Killed, Three Injured
Source: Alton Telegraph, July 27, 1893
Tuesday morning, Bluff Line engine No. 18 left Alton with train No.
22, of eighteen cars. The train was a heavy one, calculated to tax
the strength of the trestles, and the catastrophe which befell it is
the cause of the death of conductor William E. Burrell of Trenton,
Missouri, and seriously injuring Walter Manning of Springfield and
Charles Johnston of Upper Alton. Burrell, Johnston, and Manning were
sitting on a flat car in about the middle of the train, just behind
a heavy car of stone. The trestle at Riehl Station, within thirty
feet of the Jersey County line, was reached at 5:30 o’clock. The
engine and five cars passed over safely, when an ominous cracking of
the bridge timbers was heard, and the next instant eight cars were
sent crashing to the bottom of the ditch, a mass of twisted iron,
trucks, bridge timbers, and splintered boxcars. The car of stone
reached the other side in safety. From beneath that wreck came the
moans and cries for help from the injured. The members of the Paul
Tulane fishing club, which was encamped on the island opposite the
trestle, were witnesses of the catastrophe, and immediately came to
the assistance of the injured.
Walter Manning was able to extricate himself from beneath the
immense jam of timbers. Johnson was caught by the legs between a jam
of bridge timbers and flat cars. His cries for help were answered,
and soon the rescuers were hard at work. Four of the cars that went
down were loaded with flour from the Sparks Milling Co., and the
broken barrels and opened sacks were piled up high on the wreck
which covered the men. The work of rescue had to be conducted
carefully. The flour had to be removed before the men could get to
Johnson. Every time a barrel was moved, the contents fell on
Johnson, and there was great danger of his being smothered. His arms
were pinioned, and his head was jammed in the wreck, his feet being
upward. Every sack moved would cause him to shout that he was being
smothered. He called for water, and some was procured. Beneath the
wreck, a way was found to reach it to him. Had his head been up, he
would have undoubtedly smothered. He was imprisoned for over an hour
in this shape, all the while in the greatest agony. When extricated,
he was quickly revived with water.
Burrell was but a few feet from Johnson. He was jammed between two
flat cars, laying on one, the end of the other across him. His head
was flattened out of shape, and his legs were crushed. A crew from
Newbern arrived and continued to work until the body was removed at
9:20.
The injured were taken to the home of Mr. Robert Loft nearby, where
everything was done to relieve them until the arrival of Dr.
Halliburton. Johnson’s injuries are serious. The scalp was torn from
the top of his head. He is injured internally, and his arm is badly
lacerated from three large nails which entered it near the elbow.
Manning has a collarbone broken and his head badly cut. He is
somewhat bruised about the body.
A. N. Clemens of Springfield was setting a brake at the rear of the
train when the front end went down. He was jammed against the brake,
and had a rib broken, sustaining other slight internal injuries.
The wreck presents a bewildering scene. A section of the trestle,
about 40 feet in length, at the further end, was all that gave way.
Six boxcars are still standing on the trestle, and on the track
beyond the trestle is the disabled stone car. Within that 40 feet of
space, and for 20 feet on either side, is crowded five boxcars, one
coal car, and three flats. Intermingled with the rails and bridge
timbers are the trucks of the cars, formidable arrays of splintered
boxcars, covered with broken barrels of flour and sacks of
ship-stuff. The cars are piled on top of each other, and the bottom
car is the one on which the unfortunate men were sitting. On top of
this jam are two boxcars which were telescoped until the four pairs
of trucks met and impeded their action.
The wrecking train from Alton reached the scene about 10 o’clock.
The injured men and the body of Burrell were placed on a special
train and brought to Alton. The injured were taken to St. Joseph’s
Hospital, and the body of Burrell was given to Undertaker Howell for
shipment to his home in Trenton. He has been a conductor on the
Bluff Line for four years, and was unmarried. He was well thought of
by all who knew him. His watch was removed before the body could be
extricated. It was open, and the shattered crystal was stained with
blood. An elegant diamond ring was also removed and placed in good
hands for safe keeping.
Undoubtedly, the trestle was defective. Engineer Frank Bray and
Fireman Rolla Thornton stated that the train was going about
fourteen miles an hour when they felt the jerk, and thought the
train had parted, not hearing the crash. They ran several hundred
yards before stopping.
Coroners Judy Holds No One Responsible
Coroner Kinder held an inquest upon the remains of the unfortunate
William E. Burrell, and to inquire into the cause of the wreck. He
and the jury went to the scene of the wreck on a special train, and
examined several witnesses, but the evidence adduced did not differ
from that published in the Telegraph, except that the accident was
caused by a broken wheel instead of a defective trestle. It seems
from the evidence that a wheel had broken in two, and the rear
trucks of a car loaded with coal had left the track. In this
condition, the train went some distance across the trestle, but in
crossing the last “bent,” the derailed truck in some way became
fastened to and carried the “bent” with it, thus causing the
calamity that immediately followed. The jury neither blamed nor
exonerated anyone for the accident. The following acted as jurors:
Professor Adelman, George Saurwine, Samuel Hays, W. H. Platt, D.
Noonan, and M. Wilkinson. The remains of Mr. Burrell were sent to
Trenton, Missouri this morning.
WRECK ON THE BLUFF LINE RAILROAD
Engineer Killed; Seven Injured
Source: Alton Telegraph, June 7, 1894
Sunday night a Bluff Line work train, drawn by Engine No. 12, was
returning with a crew of workmen from the Bluff Line tracks near
Granite City. They were the construction crew engaged on the road
bed, and had ceased their labors to return to Alton. The train was
running at a good rate of speed near the Chessen farm, when Engineer
Barney Lynch saw, a short distance ahead, an open switch and a train
of cars loaded with ties standing on it. He realized the danger in
an instant, and thought of the terrible consequences. Reversing his
engine with all his might, he tried to prevent the collision. At the
same time, he blew the whistle of warning to the men, and barely had
time to jump from the engine when it struck the cars. The men felt
the sudden jerk when the engine was reversed, and well knew in an
instant the ominous meaning of the whistle. Some jumped and others
fell with the wreck. The crash had barely passed, when the workmen
commenced to scramble from the wreck. All were more or less stunned,
and several of their number did not attempt to rise. Engineer Barney
Lynch met a sad fate. He had done all in his power to prevent the
disaster, and in jumping from the train his head struck a tie on the
main track, and was crushed. He lived but a few moments and died in
the arms of several of the workmen. Fireman Edward Harrison remained
with the engine. He was cut about the head, but sustained no serious
injury.
The following is a list of the injured:
George McCabe, boy, water carrier, right leg broken.
Edward Harrison, fireman, Springfield, cut badly about head, neck,
and shoulders.
Edward Watson, Springfield, laborer, head and back injured; injuries
painful.
Charles Fillee, laborer, Newton, Ohio, hip crushed and back injured.
George Pollard, laborer, Alton, internal injuries, not thought to be
serious.
Peter Hughes, laborer, St. Louis, back and leg hurt and injured
internally.
Dan Casey, Cairo, laborer, shoulder dislocated and hurt slightly
about the body. None are deemed fatal.
As soon as the news reached Alton, a Bluff Line engine and several
passenger coaches hastened to the scene of the wreck with several
physicians. The body of the dead engineer and the injured workmen
were taken aboard and brought to the foot of Walnut Street, where
the injured were placed in the police ambulance and driven to St.
Joseph’s Hospital. Here, they were attended by Drs. Haskell, Fisher,
and Feigenbaum.
Engineer Barney Lynch was an unmarried man, thirty years of age. His
home is in Ramsey, Illinois, where his parents reside. He has been
in the employ of the Bluff Line for about six months, having come
here from the “Clover Leaf” road. He boarded at the St. Elmo Hotel
with his fireman, Edward Harrison. He was a competent, careful man,
and has made many friends here by his kindness and pleasant manners.
The remains were taken to Howell’s undertaking establishment. They
were shipped to his home in Ramsey Monday afternoon, in charge of
Mr. F. A. Read.
The inquest over Lynch was held by Squire Brandeweide. The jury was
Marshal Kuhn, foreman; Thomas O’Leary, Henry Schuelle, Dennis
Noonan, Fred Hagerman, and George Sauerwein. The facts brought out
were in accordance with the above. The testimony of Louis Buckler,
timekeeper of the crew, was the most important. He stated they were
running thirty miles an hour, a speed entirely too fast for a
construction train. After the collision, he found himself near
Engineer B. F. Lynch, who was lying in the middle of the main track.
He went first to him. Lynch apparently struck the back of his head
on a tie. He did not speak when questioned, and died in a few
minutes. The train was in charge of Conductor Rupper, but the switch
matter he knew nothing of. None of the witnesses examined could
throw light on this subject.
BLUFF LIFE TO BE SOLD
Source: Alton Telegraph, June 6, 1895
The Bluff Line will be sold about the middle of June, under orders
of the court. The receivers will retire from the control of the
line. It is not yet certain who will acquire the property, but it is
probable that it may again fall into the hands of its former owners,
Post, Martin, & Co., of New York.
BLUFF LINE RXR ACCIDENT
Source: Alton Evening Telegraph, August 02, 1895
An accident occurred on the Bluff Line last evening near Job’s
Quarry, which resulted in the serious injury of switchman T. J.
Tierney. As the local freight No. 23, in charge of Conductor Whalen,
was rounding the curve at Job’s Quarry, it collided with switch
engine No. 15, pulling a train of cars loaded with flour and brick.
Mr. Tierney, who was on the engine, seeing that a collision was
inevitable, jumped from the engine and alighted in such a manner as
to wrench his foot, causing the ankle bone to protrude through the
skin. He was picked up and brought to Alton, and taken to the
hospital, where the bone was set.
The freight train was not running at a high rate of speed,
consequently but little other damage was done. One of the engines
was slightly disfigured, and two of the cars loaded with brick had
their ends stove in, though only one pair of trucks was forced from
the track. These were quickly replaced by the engine, and the track
was cleared in a very short time. The only serious part of the
affair was the injury to switchman Tierney. It was thought at first
the foot would have to be amputated, but later results proved
different, and the ankle bone was set. It will be some time, though,
before he will be able to be out again.
BLUFF LINE RAILROAD WRECK
Source: Alton Telegraph, January 9, 1896
The Springfield train which leaves Alton at 7:35 a.m. was ditched
Saturday morning about one mile this side of Clifton, and thrown
over on its side. The accident occurred while the train was going at
a lively rate of speed. The cars were badly damaged, but no one was
injured. The Bluff Line office here eceived notice to have a
wrecking crew ready to clear the track, but the cause of the wreck
was not stated. Passengers were transferred and sent to their
destination, and a crew put to work clearing up the wreck. Both cars
were demolished, and the track will not be cleared before this
evening.
BLUFF LINE BUYS OLD ALTON BOX COMPANY SITE
Source: Alton Evening Telegraph, November 01, 1899
A deal has been practically closed by the Bluff Line for the
purchase of the land formerly the property of the Alton Box Co.,
which was the site of the old box factory and where is now standing
the old saw mill. The land will be used as a place for the Bluff
Line yards, and work of tearing down the old saw mill has been
started. The Bluff Line has been long trying to secure room for
yards and has made attempts to buy a large tract east of the city
and also to buy the Biggins quarry property near the old pumping
station of the water works. The deals fell through, and as a last
resort the Bluff Line secured an option on the Alton Box Co. site.
The property will be filled up and a mile and one half of track for
siding will be laid to provide yard room. The Bluff Line never has
had enough track room in its yards under the bluffs, and new yards
became an absolute necessity. The old saw mill which must be torn
down to give the Bluff Line the room it requires is an old landmark
that has stood on the river bank for almost forty years. It was last
owned by the Alton Box Co., and before the destruction of the box
factory by fire ten years ago, it was one of the most thriving
institutions in the city. It has been unused since the fire and has
been going to wreck rapidly. When the Alton Box Co. went out of
existence a short time ago, the property was transferred to G. H.
Smiley, and the negotiations for the sale to the Bluff Line have
been made with him. Mr. Smiley admitted today that the sale had
practically been agreed upon, but said a third party had negotiated
for the Bluff Line and he does not know the Bluff Line in the deal.
He also said no deeds have been transferred, but the transfer will
soon take place. It is officially stated that the Bluff Line has
plans drawn up and will at once consummate the deal and begin to
fill up the ground preparatory to laying rails for its new yards. It
is understood that the party who negotiated the deal is Mr. James
Duncan.
HEAD-ON COLLISION ON BLUFF LINE AT HOP HOLLOW
GEORGE SMITH, ENGINEER, DEAD
Source: Alton Evening Telegraph, October 4, 1905
Killed: Engineer George Smith, Springfield, Ill. Leaves wife and
family.
Injured: R. P. Foster, fireman, feet and legs badly scalded. Resides
in Springfield; George Robbins, brakeman, deep cut over right eye;
William Sherrer, engineer, right leg badly sprained.
Freight train No. 53, running south, and a work train out of Alton
crashed into each other in a head-on collision on the Bluff Line at
6:40 o'clock this morning. The wreck occurred at the big curve at
Hop Hollow. Both trains were under speed, and on account of the
heavy fog, ran within fifty feet of each other before the train
crews detected each other. There was no time to jump, and the train
crews were caught at their posts. Engineer George Smith was crushed
up against the boiler head by the coal from the tender being pushed
forward, and his death must have been instantaneous. His body was
badly scalded by the time it was freed from the wreck. Smith resides
in Springfield, and has a wife and several small children. He was
forty years of age.
R. P. Foster, Smith's fireman, was caught in the wreckage, and his
limbs from his hips down were terribly scalded and crushed. He was
taken to his home in Springfield. George Robbins of Springfield,
brakeman on train No. 53, received a deep gash over his right eye.
His injuries are not serious. William Scherer, engineer of the work
train, received a badly sprained right leg, and his fireman, Thomas
Gildersleeve, was badly shaken up. John Cuthbertson, conductor on
the work train, was uninjured. Conductor John Fitzgerald of train
No. 53 had a miraculous escape and cannot explain it. He was sitting
on the seat with engineer George Smith in the engine cab. When the
crash came, Fitzgerald says his body was shot through the cab window
and into the air. He landed on both feet, and found that he was in
the river in water knee deep. Beside a few scratches he is not
injured. Conductor Fitzgerald cannot explain why he was thrown from
the engine cab, and Smith, who sat beside him, was pinched in a
death clasp by the sliding coal, which was thrown forward by the
momentum.
The blame for the wreck has not been placed, but the trainmen say
that they had no chance in the world, as the fog was so heavy you
could not see fifty feet ahead of the engine. Conductor Cuthbertson,
it is stated, said that he thought No. 53 had gone through. The
train is due through Alton about 3 o'clock in the morning, and the
conductor did not dream of its being so late. Mr. Cuthbertson
refused to discuss the matter, and is deeply grieved over the death
of Smith, as he was a warm friend of the engineer. The body of
Engineer George Smith was brought to Alton this morning, and an
inquest will be held by Coroner C. N. Streeper Thursday. The remains
will then be shipped to Springfield for interment. A telegram was
dispatched to the man's family soon after the wreck, bearing the sad
news of his death. The death of George Smith, or "Skyrocket" Smith
as he was known and called, will be regretted by all of the trainmen
on the Bluff Line. Smith had always a cheerful smile and a gladsome
greeting for his fellows, and was liked for his good cheer. A
trainman who worked with Smith remarked this morning, "Nothing but
such as this could have knocked the good cheer out of George Smith."
NOTES:
George “Skyrocket” Smith was born December 14, 1866, in Greene
County, Illinois. After his death in the railroad accident, he was
buried in the Oak Ridge Cemetery in Springfield, Illinois. Hop
Hollow, where the accident occurred, is located along the
riverfront, about 2 miles west of State Street in Alton.