Chicago and Eastern Illinois Railroad: Map, Rosters, History
Last revised: October 19, 2026
By: Adam Burns
The Chicago & Eastern Illinois was a Chicago railroad shaped like an inverted Y. From Dolton, at the edge of the city, one line ran south through Danville to Evansville, Indiana. The other ran down the state of Illinois to the Mississippi at Thebes, with a St. Louis entrance on trackage rights. Coal filled the hoppers. The Humming Bird, the Georgian, and the Dixie Flagler filled the Dearborn Station trains. Reporting mark CEI. The first company of this name was incorporated on August 28, 1877. What remained of it merged into the Missouri Pacific on October 15, 1976.
George H. Drury’s list of steam locomotives built or rebuilt since 1900 is the steam roster, 372 frames. The diesel roster counts 143 frames, each once. The last steam locomotive to run was Mikado 1944, at Vincennes, on May 5, 1950.
FP7 1609 with the combined Humming Bird and Georgian near the Chicago & Western Indiana’s 81st Street Tower in Chicago on March 31, 1964. Roger Puta photo.
On this page: Charter · Evansville · The map · At a glance · Frisco control · Passenger trains · Steam · Diesels · Missouri Pacific and the L&N
Charter
The Interstate Commerce Commission’s valuation counted four successive companies named the Chicago and Eastern Illinois Railroad Company. The first was incorporated under the general laws of Illinois and Indiana through articles of consolidation dated August 28, 1877. It took over a railroad that four Chicago, Danville & Vincennes companies had built. The first of those was a special Illinois charter of February 16, 1865.
That constructing company built Dolton to Danville in 1872, 107 miles. Foreclosure came on February 17, 1877. The Illinois property went to the Chicago & Nashville, a company that built nothing of its own. The Indiana property went to the State Line & Covington, incorporated on August 9, 1877. Those two purchasers consolidated on August 28, 1877, and the Chicago & Eastern Illinois name began.
Three later companies kept the name. A consolidation dated March 9, 1881, brought in the Danville & Grape Creek, five miles from Danville to Grape Creek built that year. A consolidation dated November 18, 1887, brought in the Chicago, Danville & St. Louis, which had finished Sidell to Tuscola, 27 miles, in 1887. The company the Commission valued was the last of the four, formed by articles of consolidation dated June 6, 1894, when the Chicago & Indiana Coal Railway came in. The valuation traces the property through 37 corporations.
Evansville
The southern end was older than the name. The Evansville & Illinois was a special act of Indiana approved January 2, 1849. It consolidated on March 4, 1853, with a local Wabash railroad, itself an Indiana act of February 6, 1851, and the result was the Evansville & Terre Haute. That company finished Evansville to Vincennes after the 1853 purchase, 52 miles, and built Vincennes to Terre Haute in 1853, 58 miles. Terre Haute to Rockville followed in 1860. The corporate name had been Evansville & Crawfordsville until March 5, 1877.
The Chicago & Eastern Illinois bought the Evansville & Terre Haute, and the Evansville Belt Railway of 1881, on July 21, 1911. The Belt was four miles in and about Evansville, built in 1882. A branch from Fort Branch to Mount Vernon, 38 miles, had been built in 1883. For years before the purchase the Evansville line had been the Chicago connection of the Louisville & Nashville. After 1911 it was the Chicago & Eastern Illinois’s own railroad, and the Florida and Nashville trains came north over it to Dearborn Station.
North of Terre Haute the link to Danville was the Evansville, Terre Haute & Chicago, purchased on December 27, 1899, the same day as the Indiana Block Coal Railroad. The Block Coal line was Otter Creek Junction to Brazil, 13 miles, built in 1878. The Evansville, Terre Haute & Chicago had been built in 1870 and 1872 from Otter Creek Junction to the state line and on to Danville. From November 1, 1879, the Chicago & Eastern Illinois leased Otter Creek Junction to Rockville, 16.9 miles, to the Vandalia for 99 years.
The map
On the valuation map the railroad is an inverted Y with the base at Dolton. The stem and one prong lie in Illinois: Dolton, Momence, Woodland, Tuscola, Findlay, Salem, Marion, and Thebes, above Cairo, 361 miles. The other prong leaves Woodland, runs through Danville into Indiana, and continues through Terre Haute and Vincennes to Evansville, 205 miles from Woodland. A cross line ties Danville to Villa Grove. A long Indiana branch leaves the Evansville prong at Otter Creek Junction, just north of Terre Haute, and runs through Brazil, Veedersburg, Attica, Percy Junction, and Fair Oaks to La Crosse, with a line from Percy Junction back to Momence.
The Chicago & Eastern Illinois Railroad logo. Author’s work.
Owned road mileage was 1,012.87: main line 736.71 and branch line 276.16. Second main track was 192.01 miles and third main 20.21. Yard tracks and sidings were 632.50. Every kind of track the company owned added to 1,857.59 miles. The construction account rounds the same railroad to 1,013 miles. Of that, 428 miles came with the consolidation of June 6, 1894, 524 were purchased afterward, and the 1894 company built 61, including Shelbyville to Altamont in 1897.
Chicago itself was not owned mileage. The company leased terminal property of the Chicago & Western Indiana, with no road miles in the 1,012.87, and it reached the city from Dolton by trackage rights. Passenger trains used Dearborn Station. Other trackage rights ran from Thebes to Chaffee, Missouri, and from Pana to St. Louis. The company also operated the Evansville & Indianapolis, Terre Haute to Straight Line Junction near Evansville, as agent for the owner, with its own locomotives.
An official system map of the Chicago & Eastern Illinois. Author’s collection.
South of Marion the Eastern Illinois & Missouri, purchased on October 23, 1899, was finished by the Chicago & Eastern Illinois: Marion to Thebes, and Joppa Junction to Joppa, 78 miles together. Altamont to Marion, 98 miles, had been built in 1896 by the Chicago, Paducah & Memphis and purchased on February 20, 1897. The Woodland Junction–Villa Grove line and Findlay to Pana, 82 miles, were built in 1904 and came with the Eastern Illinois & St. Louis on June 30, 1905. Rossville to Judyville, 14 miles, was built in 1903 and purchased with the Rossville & Eastern on January 8, 1903.
Thebes put the railroad on the Mississippi. In 1905 the Thebes Bridge opened, owned in fifths by the Chicago & Eastern Illinois, the Illinois Central, the Missouri Pacific, the St. Louis, Iron Mountain & Southern, and the Cotton Belt, through the Southern Illinois and Missouri Bridge Company. St. Louis passenger and freight service used the trackage rights, most of the passenger path on the Big Four.
The Indiana coal branch was the old Chicago & Indiana Coal, folded in on June 6, 1894. Its pieces ran from Brazil north through Veedersburg and Attica to La Crosse, built between 1874 and 1888. In 1921 the Wellsboro–Brazil portion was spun off as the Chicago, Attica & Southern. Drury’s chapter is the source for that spinoff. The owned map was smaller after it left.
At a glance
| Item | Detail |
|---|---|
| Railroad | Chicago & Eastern Illinois. Mark CEI. Headquarters Chicago |
| The name | First company, August 28, 1877. Later companies of the same name, March 9, 1881, November 18, 1887, and June 6, 1894 |
| Oldest charter in the chain | Evansville & Illinois, January 2, 1849. Evansville–Terre Haute was in service in 1853 |
| Owned road, valuation | 1,012.87 miles. Main line 736.71. Branch line 276.16. Illinois and Indiana, with trackage rights to St. Louis and Chaffee, Missouri |
| Gauge | 4 feet 8½ inches |
| Steam since 1900 | 372 locomotives, each frame once. Last steam, Mikado 1944 at Vincennes, May 5, 1950 |
| Diesels | 143 frames, each once |
| Control | Frisco, 1902–1913. Receivership May 27, 1913. Missouri Pacific control May 12, 1967 |
| Evansville line | Louisville & Nashville from June 6, 1969. Chicago–Woodland in joint ownership |
| End of the company | The remainder, with the Texas & Pacific, merged into the Missouri Pacific on October 15, 1976 |
| Today | Union Pacific south of Woodland. CSX, Evansville to Woodland. Chicago–Woodland is the joint line |
Frisco control
In 1902 the St. Louis–San Francisco took control by exchanging its stock-trust certificates for Chicago & Eastern Illinois stock. The stock was deposited to secure the interest on the certificates. Between 1903 and 1913 the railroad retired aging Americans and Moguls and bought 252 locomotives, well over half the roster it had when Frisco control began. Large orders replaced the old habit of buying a few engines at a time from several builders. The Frisco preferred Baldwin. The Chicago & Eastern Illinois had preferred Alco’s predecessors.
The new power was what the operating department wanted, and it was a mountain of debt. Indiana coal was already slipping, and western Kentucky coal was opening. The railroad no longer had the Chicago coal market to itself. It had to live on bridge traffic: long, fast trains of higher-rated freight, and the passenger trains to Evansville.
Frisco control ended in 1913, when the Frisco failed to pay the interest and forfeited the stock. Control passed to the Equitable Trust Company of New York, trustee for the former stockholders. On May 27, 1913, on a creditor’s petition, the Chicago & Eastern Illinois went into receivership in anticipation of that insolvency. The receivers were William J. Jackson and Edwin W. Winter. Winter resigned on February 10, 1915, and Jackson was the sole receiver on the valuation date.
The receivership left a debt-ridden railroad whose locomotives were mostly the Frisco-era engines, and a mechanical department that stayed conservative. Through the 1920s there was surplus power. The shops at Danville upgraded the fleet through the Depression. Pacifics and Mikados were built for performance. They received mechanical stokers and power reverse gears. They did not receive feedwater heaters.
The busiest piece of the railroad was Danville to Chicago, double-tracked in 1888. Coal was the principal commodity. Drury puts 350 miles of the route in the coalfields of Indiana and Illinois. By 1945 the steam locomotives were worn out. A preliminary design for a 4-8-4 was set aside after three Electro-Motive E7s arrived in 1946. F3s began coming from La Grange in 1948.
Passenger trains
Every Chicago & Eastern Illinois passenger train used Dearborn Station. The railroad’s own streamliners of 1946 were two lightweight Pullman sets. The Meadowlark was four cars, a mail-baggage and grille car and three coaches, Chicago to Evansville. The Whippoorwill was seven: a combine, four coaches, a diner, and a parlor-lounge-observation. Both wore blue with gold and orange trim.
The trains people remember were the ones the Chicago & Eastern Illinois forwarded. The Humming Bird and the Georgian ran combined south from Chicago over this railroad and the Louisville & Nashville. The Dixie Flagler was the Chicago–Miami train. In 1940 Oaklawn shrouded K-2 Pacific 1008 for it. The Danville–Chicago Flyer was the local, and it was still an E7 assignment in 1965. St. Louis trains, among them the Cardinal, the Dearborn, and the La Salle, used the trackage rights. The Nashville, Chattanooga & St. Louis and the Florida East Coast were partners on the long Dixie runs.
E7A 1100 with the Danville–Chicago Flyer at a grade crossing in Steger, Illinois, on November 26, 1965. Roger Puta photo.
Steam
The post-1900 steam list is 372 locomotives, and the grid is on the steam roster. A rebuild is the same frame. The largest group from the Frisco years was 120 Consolidations, classes H-2, H-3, H-5, and H-6, built in 1903–1906. Twenty-six more Consolidations, class H-4, were compounds, simpled in 1907 and 1908. The Mikados that followed, 60 of them, changed the railroad. They were fast enough for the bridge trains, and the older 2-8-0s dropped back to mine, transfer, and switching work.
Passenger power ended as Pacifics. The six Lima K-3s of 1923 were the best known, built to the lines of a United States Railroad Administration heavy Pacific. No Chicago & Eastern Illinois steam locomotive survives. A set of drivers from one Atlantic is on operating display at Chicago’s Museum of Science and Industry. The last engine to run was Mikado 1944, at Vincennes, on May 5, 1950. The Chicago & Eastern Illinois Railroad Historical Society dates the completed dieselization to that same month.
Diesels
The all-time diesel count is 143 frames. Switchers begin with two EMC SW engines in 1938 and an Alco high-hood, and run through SW1s, S1s, a Baldwin VO-660, four RS1s, NW2s, and SW7s. The road fleet is the story the photographs tell: one BL1, the former Electro-Motive demonstrator 499, two BL2s, thirty GP7s, eight GP9s, three GP30s, and thirty-one GP35s. Cab units are three E7As, the E9Am that replaced a wrecked E7, sixteen F3As, seven F3Bs, and ten FP7s. Builder numbers, later Missouri Pacific and Louisville & Nashville numbers, and the Chicago Heights Terminal Transfer units that carried Chicago & Eastern Illinois numbers are on the diesel roster.
GP35 272 leaving Granite City, Illinois, with a northbound freight on May 1, 1964. American-Rails.com collection.
Missouri Pacific and the L&N
The Missouri Pacific began buying Chicago & Eastern Illinois stock in 1961. An earlier acquisition was found unlawful, and the shares were placed in trust. A federal court then upheld the Interstate Commerce Commission’s order authorizing Missouri Pacific control, on the condition that the Evansville line be negotiated for sale to the Louisville & Nashville. The case is Illinois Central Railroad Co. v. United States, 263 F. Supp. 421. Judgment was affirmed on January 9, 1967. The order did not force a sale on an unwilling railroad. The sale followed once the Chicago & Eastern Illinois, by then under Missouri Pacific control, and the Louisville & Nashville finished the negotiation. The Missouri Pacific Historical Society dates the assumption of control to May 12, 1967.
The agreement was dated March 8, 1968. The Louisville & Nashville took the Evansville line from Woodland Junction. Woodland Junction to Dolton went into joint ownership, and the Louisville & Nashville took half of the Chicago & Eastern Illinois interest in the Chicago & Western Indiana and the Belt Railway of Chicago. The equipment in that division was 48 diesel locomotives and 1,495 freight cars and cabooses. On June 6, 1969, the Louisville & Nashville ran its first trains into and out of Chicago, and the Missouri Pacific Historical Society dates the sale to that day.
Missouri Pacific E9Am 43, still wearing Chicago & Eastern Illinois logos, leaves Kansas City Union Station with train 14 for St. Louis, circa 1970. The consist was a grill coach and coaches. The locomotive was originally Boston & Maine E8A 3821. American-Rails.com collection.
What remained of the Chicago & Eastern Illinois, together with the Texas & Pacific, merged into the Missouri Pacific on October 15, 1976. The Missouri Pacific later became part of the Union Pacific. The Evansville line became part of the Louisville & Nashville and is now CSX. Union Pacific operates south of Woodland, toward St. Louis and southern Illinois. The double track from Chicago to Woodland Junction is maintained and dispatched by the Union Pacific under a joint agreement with CSX.
Sources
- Interstate Commerce Commission, Valuation Reports, Volume 31, Chicago and Eastern Illinois Railroad. The inverted Y, the 361-mile Illinois line and the 205-mile Evansville prong, owned road mileage of 1,012.87, second and third main, yards, the Chicago & Western Indiana lease, the Vandalia lease of 16.9 miles from November 1, 1879, and the trackage rights. Corporate history: February 16, 1865; February 17, 1877; August 28, 1877; March 9, 1881; November 18, 1887; June 6, 1894. Evansville & Illinois, January 2, 1849. Evansville & Terre Haute formed March 4, 1853, renamed from Evansville & Crawfordsville on March 5, 1877, purchased with the Evansville Belt on July 21, 1911. Evansville, Terre Haute & Chicago and Indiana Block Coal, December 27, 1899. Frisco control in 1902, forfeited in 1913. Receivership May 27, 1913. William J. Jackson and Edwin W. Winter. Winter resigned February 10, 1915. Construction account of 1,013 miles.
- George H. Drury, Guide to North American Steam Locomotives, revised edition, the Chicago & Eastern Illinois chapter by Charles Kratz. The 1902 Frisco control and the Big Four trackage rights, the 1921 Chicago, Attica & Southern spinoff, double track in 1888, coal as the principal commodity and 350 miles in the coalfields, 252 locomotives in 1903–1913, Danville shops, stokers and power reverses without feedwater heaters, the 1946 E7s and the 1948 F3s, and Mikado 1944 at Vincennes on May 5, 1950. The class grid is on the steam roster.
- Illinois Central Railroad Co. v. United States, 263 F. Supp. 421. Judgment affirmed January 9, 1967. Missouri Pacific control, with the condition that the Evansville line be negotiated for sale to the Louisville & Nashville.
- Missouri Pacific Historical Society, timeline of the Missouri Pacific and its predecessors, and the society’s Chicago & Eastern Illinois history. Stock purchases from 1961. Control on May 12, 1967. Sale of the Evansville line and joint ownership of Chicago–Woodland on June 6, 1969. Absorption of the Chicago & Eastern Illinois and the Texas & Pacific on October 15, 1976.
- Louisville & Nashville Magazine, on the March 8, 1968 agreement, the June 6, 1969 start of Louisville & Nashville service into Chicago, joint ownership from Woodland Junction to Dolton, half of the Chicago & Western Indiana and Belt Railway of Chicago interests, 48 diesel locomotives, and 1,495 freight cars and cabooses.
- Chicago & Eastern Illinois Railroad Historical Society, railroad history page, www.ceihs.org. Full dieselization in May 1950. Present operation: Union Pacific south of Woodland, CSX from Evansville to Woodland, and Union Pacific maintenance and dispatching of the Chicago–Woodland double track under a joint agreement with CSX. The 1946 Meadowlark and Whippoorwill consists are the trains as previously published on this page.
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