I was just reading an Illinois Central quarterly historical society magazine that had a good article about the Gruber Line–or at least what is left of it. It concentrated on the Clinton, IL - Bloomington, IL segment of the line.
As I was reading, I almost fell out of my chair when I read that the author was surprised to see an NS train on the adjacent Illinois Terminal in 1986! I am pretty sure this wasn’t the IT main, but the branch to Bloomington. I am surprised that line was still there in 1970, much less 1986. I am even more surprised that its rails would hold the weight of a train and the line wasn’t covered by grass. (I think the author of the article should be shot for not taking a picture!)
Does anyone know about IT/NS post 1982 operations from Bloomington to Clinton (or where ever the southern terminous of the IT Bloomington extension was)? When did they cease, what was the traffic, did the train originate from Bloomington or from the south?
I also am told there is about a mile segment of the IT around Carlinville, IL where some farmer has a train engine that he plays with from time-to-time. Does anyone know of other segments of the IT (outside of the Madison/Alton area) that continued for a substantial period after 1982?
I am looking at the August 1955 Official Guide and the IT’s map doesnt show a line from Decatur - Clinton - Bloomington, however my December 1946 does show the line on the map and also shows passenger service. I am not sure where the line was in relationship with the IC line. By the early 1990’s I do know there was no segments of the line along US 51, as I travelled that route quite a bit.
There is a segment of the IT which is still in use in Decatur. In fact, and I am quoting from the NS Illinois Division ETT:
"There are two CN/NS Railroad Crossings at Grade located at:
CN/NS crossing is located just west of Brush College Road on old IT Main Track."
Further, “These crossings are non-interlocked and protected by swinging gates which are to be left in the position last used…”
The IT main in use is the line running east/west into ADM’s main facility. The crossing indicated above is at the Brush College Road and Faries Parkway.
Interestingly, the ETT refers to the line as “old IT Main Track.”
Ed, I’ve been down to or through Clinton several times since about 1990, including once before Route 51 was rebuilt south of Bloomington. It was possible to see the IT right-of-way between the highway and the IC–very evident at the street where one would turn to visit the Midwest Freight Car (later Thrall, now ???) plant just north of Clinton.
I am virtually certain that the IT ran right next to the IC from Clinton to Bloomington. I think it originated off the IT main from Springfield-Decatur somewhere south of there. But, I can’t say for certain, as I don’t have my maps with me at the moment, and I am doing this by memory.
As an aside, I thought of you when reading the article. This publicaiton seems to focus on IC branchline operations. I think the article you wrote would be ideal for it. I am sorry I keep pushing you to publish it, but I really think a lot of IC lovers like myself would really like it. There is an anual historical society meeting in Mendota in mid-November. Perhaps you can join me there.
For several years after merger with Illinois Terminal, Norfolk & Western operated portions of the Maroa - Farmdale Jct. the former interurban had acquired from Penn Central in 1976.
I’ve uncovered some conflicting information but it seems that in late February 1982, Illinois Terminal trains 200 and 201, by then operating on alternate days, were rerouted over the ex-Wabash between Decatur, Bement and Gibson City then the former Nickel Plate between Gibson City and East Peoria via Bloomington. The reroute off the old Pennsy route was due to track conditions and a deteriorating bridge spanning the Mackinaw River.
One month after the operational merger date (May 8, 1982), N&W placed an embargo on the South Morton - Minier segment but operated locals to serve customers on the other portions. At the same time 200/201 were rerouted via Gibson City, a Morton Roadswitcher (using a leased TP&W SW-1500) made a nocturnal trip from Farmdale (not Farmdale Jct.) and back to service several industries between 200’s arrival and 201’s departure (a duty probably assumed by FP-65 as of May 8, 1982, but that’s just speculation). A local called out of Decatur, D50, ran up the ICG to Maroa then home rails to switch grain elevators at Waynesville and Minier.
Trains 200-201 probably stopped operating at the time of the operational merger with former IT traffic handled by the East Peoria - Frankfort manifest trains (PF-62/FP-65) at least west of Gibson City. In late 1986, N&W replaced the manifest trains running between East Peoria - Frankfort with a Gibson City - East Peoria turn, which handled the Morton side trip via Farmdale Jct.
Formal abandonment proceedings began in June 1987. The embargoed South Morton - Minier segment was approved for abandonment the following month; the rest of the line in December. The major customer at Morton, Dunlop Tire, (ironically attracted by Illinois Terminal shortly after purchase of PRR trackage) closed a
Several miles of the IT running north from Decatur to Forsyth were still active into the 1980s at least. The Forsyth-Bloomington line was abandoned in Dec 1953.
Active segments of the former IT are the Alton - Granite City line and a portion of the Decatur Belt, both of course, owned/operated by Norfolk Southern. There is some track at Illiopolis that was used to serve the Formosa Plastics plant, but that plant’s explosion several years ago has rendered it closed. Also, a spur to serve Herrin Ltd comes off the NS at Buffalo, and I believe this was IT (part a remnant of the Mechanicsburg Branch). A portion of the original IT main at Carlinville may be that used by Union Pacific to serve Central Illinois Steel Co.
I now recall the track at Thrall Car north of Clinton. They were a customer of mine during the 90’s and I made a number of trips there and always wondered…what in the heck is this first rail crossing (just east of US51). Now it makes sense. I always thought it was a siding or spur, never imagined it was the IT line. Sadly now both the IC line and Thrall are long gone. There isnt much of the IC line left in Central Illinois. There was a section from Decatur down to Assumption to serve the big grain elevator. Jim Boyd’s book on Illinois Central (Monday Morning Rails, or something like that) details growing up in Dixon and the number of IC trains that passed thru town in the 60’s. Was that Iowa traffic that avoided Chicago?
Gabe, somewhere I have Official Illinois DOT maps from the late 70’s which should show the considerable railroad lines in the state, with owners. Let me find it, as the detailed city maps would show any IT lines, such as Springfield, Decatur, etc.
Joining the IC Historical Association would be a good thing. When is the convention?
Remaining segments of the old Gruber Line are the segment owned by Buzzi Unicem’s Oglesby cement plant to the interchange (occasionally) with IAIS at La Salle; the Clinton - Heyworth spur, on which CN serves Tate & Lyle grain elevators at Heyworth and Wapella and a fertilizer dealer at Wapella (don’t know if the wind turbine tower parts plant - old Thrall plant - is using rail) and the Decatur - Assumption segment.
Regarding the last, CN still owns Decatur to Elwin, which includes Grand Avenue Yard. Grain elevators at Assumption and Moweaqua jointly own the line south of Elwin, and contract with Decatur Junction to operate it. ADM Grain at Macon, fertilizer dealers at Macon, Moweaqua and Assumption and Grain Systems Inc. at Assumption are also customers.
Oh, there’s a short segment in Mendota owned (?) by the museum there.
I am pretty sure it is on the 15th of November. I am looking forward to it–not only for the meeting, but I imagine I will be able to watch a lot of trains on the drive, which always makes me happy.
The wind turbine plant has indicated that it will use rail service for inbound metal. But the manufactured segments are too large to use for outbound traffic. Thus far, the traffic hasn’t materialized too much, but we are still holding out hope.
I have had a lot of luck with the Decatur Junction. I think I have driven along its tracks 12-15 times, and probably have seen a train 8 or 9 times. It seems like they are always loading grain hoppers and what not.