Bluff Line Railroad

Bluff Line Railroad near AltonThe 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.

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ALTON AND GRAFTON RAILROADBluff Line Railroad near Riehl's Station.
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.

 

Bluff Line Station at Elsah, IllinoisALTON 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?

1891 Bluff Line Railroad boarding pass

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.

 

Bluff Line Railroad near AltonTHE 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.

Bluff Line Railroad near Alton, Illinois

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 Railroad at Lockhaven

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.

Bluff Line Railroad at Chautauqua, Jersey County, Illinois

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.

Wrecked engine on the Bluff Line Railroad

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 along the bluffs

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 Railroad along the bluffs

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.
Bluff Line Railroad
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

Bluff Line depot in Alton

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.

 

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