Chicago and Illinois Midland Railroad: Map, Rosters, History
Last revised: October 20, 2026
By: Adam Burns
The Chicago & Illinois Midland was a central Illinois coal railroad, and for most of its life it belonged to the electric company that burned the coal. Reporting mark CIM. The company that took the name was incorporated on July 17, 1905, as the Central Illinois Railway. Articles filed on January 22, 1906, made it the Chicago & Illinois Midland Railway, and it began operating on February 1, 1906. The owned line ran from Taylorville through Springfield to Pekin. Peoria was a terminal railroad beyond Pekin. On February 9, 1996, the property became the Illinois & Midland.
A complete steam roster built since 1900 can be found on the steam roster, 57 engines. The diesel roster counts 28 locomotives, all of which were products of EMD. The last steam-powered road train ran on November 22, 1955. Steam switchers lasted until December 5, 1955.
An official 1930 system map of the Chicago & Illinois Midland. Author’s collection.
On this page: Charter · The map · At a glance · Springfield to Pekin · Passenger trains · Coal · Steam · Diesels · The Illinois & Midland
Charter
The oldest company in the chain is the Pawnee Railroad, incorporated on September 25, 1888. When the Interstate Commerce Commission valued the Chicago & Illinois Midland, it could find no Pawnee records. What it could date is the end of that property. Auburn to Pawnee, about 9 miles, was sold at foreclosure to Landon C. Rose on September 4, 1905, and transferred on September 27, 1905. Pawnee to Taylorville, about 16 miles, was built by the Pawnee Construction Company. The Commission could not determine that company’s affiliation.
Drury’s account of the same year is the coal purchase. Illinois Midland Coal bought the property. Peabody Coal owned it jointly with Samuel Insull’s Chicago Edison Company and Commonwealth Electric Company. The railroad was not named for a city on the line. The name joined the Chicago owners and Illinois Midland.
The operating company was a new corporation. It was incorporated under the general laws of Illinois on July 17, 1905, as the Central Illinois Railway Company. Articles filed on January 22, 1906, changed the name to the Chicago & Illinois Midland Railway Company. Pawnee forces ran the railroad from September 1905 through January 31, 1906. The new company took over on February 1, 1906. On the valuation date the principal office was Taylorville, and Commonwealth Edison owned all of the capital stock.
The map
The 1930 map at the top of this page is the railroad after the line to Pekin came in. The figure printed with that map is 119.7 miles. The southern end was the old Pawnee railroad, Auburn through Pawnee and Cimic to Taylorville. Cimic is the later name of Pawnee Junction. Springfield, the middle of the railroad, was reached from Pawnee Junction on Illinois Central trackage, about 17 miles in the 1925 application. North of Springfield the line ran through Petersburg and Havana to Pekin.
The Chicago & Illinois Midland Railroad logo. Author’s work.
Taylorville interchanged with the Wabash. Springfield was the meeting point with the Illinois Central, the Wabash, and the Illinois Terminal. The owned track ended at Pekin. Trains for Peoria used the Peoria & Pekin Union. The gauge was 4 feet 8½ inches.
A 1930 public timetable of the Chicago & Illinois Midland.
At a glance
| Item | Detail |
|---|---|
| Railroad | Chicago & Illinois Midland. Mark CIM. Taylorville on the valuation date. Shops and headquarters later at Springfield |
| The name | Central Illinois Railway, July 17, 1905. Chicago & Illinois Midland Railway, articles filed January 22, 1906. Operation February 1, 1906 |
| Oldest company | Pawnee Railroad, incorporated September 25, 1888 |
| 1930 map | 119.7 miles, the figure on that map. Illinois. Owned line to Pekin. Peoria over the Peoria & Pekin Union |
| Gauge | 4 feet 8½ inches |
| Steam since 1900 | 57 locomotives, each frame once. Last road steam, November 22, 1955. Switchers through December 5, 1955 |
| Diesels | 28 frames, each once |
| Owner | Commonwealth Edison, through all the capital stock, on the valuation date |
| Last passenger train | May 8, 1953, at Kilbourne |
| End of the name | Sold to private investors in late 1987. Illinois & Midland on February 9, 1996 |
| Today | Illinois & Midland, a Genesee & Wyoming railroad |
Springfield to Pekin
The line north of Springfield was the Chicago, Peoria & St. Louis, sold in parcels on November 20, 1924. Springfield, Havana & Peoria was incorporated on May 27, 1925, at the instance of Commonwealth Edison. On September 4, 1925, it applied to acquire Springfield–Havana–Pekin, 77.02 miles. The same day the Chicago & Illinois Midland applied for about 17 miles of Illinois Central trackage, Pawnee Junction to Springfield, and for control of the Springfield, Havana & Peoria by stock and by lease. The order is December 21, 1925. The certificate is February 13, 1926. The Pekin-line parcels had been sold for $583,000.
The purchase brought no locomotives. The newest Chicago, Peoria & St. Louis engines, eleven Consolidations built in 1913, were fit only for scrap. The Chicago & Illinois Midland then bought secondhand Consolidations and leased a few locomotives from the Illinois Central and the Wabash. Those leases are not rows on the steam roster.
Two other pieces left the old railroad at the same sale. The Jacksonville & Havana took the line from Jacksonville to Havana. The Chicago, Springfield & St. Louis took Springfield to Lock Haven. East of the Mississippi, the Alton & Eastern operated Grafton to East St. Louis. The Illinois Terminal leased that line in 1930 and merged it in 1937.
Passenger trains
In 1926 the railroad put on two daily round trips between Springfield and Peoria and ordered passenger cars as an addition to a Chicago South Shore & South Bend trailer-car order. The South Shore was another Insull property. Two Baldwin Americans came for the 1927 season, and a third in 1928 as a spare. A light 4-4-0 was enough for a train of two or three cars. By the late 1940s the service was one weekday round trip.
The last passenger train ran on May 8, 1953, at Kilbourne. Fred Schrader, the president, was photographed with the crew before that run. Drury records that American 501 was sold for scrap once two engines were enough, and that the other two were scrapped soon afterward. The three Americans are class A-1 on the steam roster, 500–502.
Coal
Coal was the railroad. J. P. Lamb Jr., writing in Trains for March 1960, put it at about 90 percent of the tonnage. Most of the coal he described came from Peabody Mine No. 10 near Ellis. Sixty to eighty loads a day were also taken from the Illinois Central and the Gulf, Mobile & Ohio. The coal went to eleven plants in Chicago and to one generating station at Pekin. The rail on the railroad was 130 pounds to the yard.
Not all of it moved to Chicago by rail. A transfer at Havana put coal into barges on the Illinois River. The hard piece of the railroad was north of Petersburg. Lamb gives the grade as 1.64 percent, called Petersburg Hill, or simply the Hill. A 2-10-2 took a running start through Petersburg. On a train of about 60 cars it made the hill in cuts of about 20.
Shops and headquarters had been at Taylorville. In the later 1950s both moved to Springfield, closer to the middle of the line.
Steam
The post-1900 steam list is 57 locomotives, and the grid is on the steam roster. A renumber is the same engine. The freight engine of the coal years was the 2-10-2. Drury’s table holds 26 of them: Baldwin engines bought new in 1927 and 1929, nine former Wabash engines, four from Lima in 1931, and nine former Atlantic Coast Line engines bought in 1951. The last new steam was a pair of Lima 0-8-0s in 1937, for Springfield and Havana.
The railroad was one of the last all-steam Class I lines. Electro-Motive loaned a pair of Milwaukee Road SD9s. In 1954 the company decided to dieselize gradually. A pair of switchers came in early 1955, then more switchers and five SD9s. The first SD9 was delivered on November 17, 1955. The last steam-powered road train ran five days later, on November 22. Steam switchers worked through December 5, 1955. Trains for August 1955 put the steam still to be replaced at 26 locomotives. The eleven diesels of that year were the six SW1200s and the five SD9s.
Diesels
The all-time diesel count is 28 frames. After the eleven of 1955 the railroad bought the only two RS1325s Electro-Motive ever built, numbers 30 and 31, in September 1960, then two SD18s and, in 1974, six SD38-2s. Three SW1500s and four SD20s were acquired. Builder numbers, the Union Pacific sale of the SD38-2s, and the Southern SD24s rebuilt as the SD20s are on the diesel roster. The RS1325s have their own data sheet.
The Illinois & Midland
High-sulfur Illinois coal lost its old market after the Clean Air Act in the 1960s. Western coal, some of it still handed off at Havana, kept the railroad useful to Commonwealth Edison for a time. Deregulation changed the arithmetic. The parent could contract the coal to another railroad. It sold the Chicago & Illinois Midland to private investors in late 1987. The property was sold again after that. On February 9, 1996, Genesee & Wyoming bought it and renamed it the Illinois & Midland. That railroad’s story is the Illinois & Midland page.
Sources
- Interstate Commerce Commission, Valuation Reports, Chicago and Illinois Midland Railway. Google Books ts1DAAAAIAAJ is the transcription used. Pawnee Railroad incorporated September 25, 1888. No Pawnee records. Auburn–Pawnee, about 9 miles, foreclosure sale to Landon C. Rose on September 4, 1905, transferred September 27, 1905. Pawnee–Taylorville, about 16 miles, Pawnee Construction Company, affiliation not ascertained. Central Illinois Railway incorporated July 17, 1905. Name changed by articles filed January 22, 1906. Pawnee operation through January 31, 1906. Carrier from February 1, 1906. Principal office at Taylorville. Commonwealth Edison held all the capital stock. The volume number is not on the transcription and is not printed here.
- George H. Drury, Guide to North American Steam Locomotives, revised edition, the Chicago & Illinois Midland chapter, pp. 116–117. Illinois Midland Coal in 1905, owned jointly by Peabody Coal and by Samuel Insull’s Chicago Edison and Commonwealth Electric. No locomotives with the Chicago, Peoria & St. Louis purchase. Passenger cars added to a Chicago South Shore & South Bend order, two daily Springfield–Peoria round trips in 1926, Baldwin Americans in 1927 and 1928, last passenger run in 1953, and 501 sold for scrap. One of the last all-steam Class I railroads. Milwaukee Road SD9s on loan. Decision in 1954. First SD9 on November 17, 1955. Last steam road train on November 22, 1955. Steam switchers through December 5, 1955. The class grid is on the steam roster. Drury’s recommended reading is Richard R. Wallin, Paul Stringham, and John Szwajkart, Chicago & Illinois Midland (Golden West Books, 1979).
- Commercial and Financial Chronicle, February 27, 1926. Certificate of February 13, 1926. Pekin-line parcels sold November 20, 1924, for $583,000. Springfield, Havana & Peoria incorporated May 27, 1925. Applications of September 4, 1925: 77.02 miles, Springfield–Havana–Pekin, and the Chicago & Illinois Midland application for Illinois Central trackage and for control. Interstate Commerce Commission authority of December 21, 1925, Finance Docket 4872, 105 I.C.C. 243, as cited for that sale on the Chicago, Peoria & St. Louis valuation.
- Paul H. Stringham, Illinois Terminal: The Electric Years. Illinois Terminal lease of the Alton & Eastern in 1930 and merger in 1937.
- J. P. Lamb Jr., “C&IM Revisited,” Trains, March 1960. About 90 percent coal, Peabody Mine No. 10 near Ellis, 60 to 80 daily loads off the Illinois Central and the Gulf, Mobile & Ohio, eleven Chicago plants and one generating station at Pekin, 130-pound rail, the 1.64 percent grade north of Petersburg, and cuts of about 20 cars.
- Trains, August 1955, “Oasis in Dieseldom,” David P. Morgan, photographs by Philip R. Hastings. Drury cites the issue, p. 26, for the published roster. The figure of 26 steam locomotives replaced by the eleven diesels of 1955 is the figure already carried with that article.
- Abraham Lincoln Presidential Library and Museum, Chronicling Illinois, item 29401. The final passenger train at Kilbourne on May 8, 1953. Item 29396 names Fred Schrader as president at that run.
- The Illinois & Midland page. Sale to private investors in late 1987. Genesee & Wyoming purchase on February 9, 1996, and the new name. Genesee & Wyoming’s Illinois & Midland page, https://www.gwrr.com/imrr/, dates the acquisition to 1996.
- The 1930 system map on this page. The 119.7-mile figure is the map’s. The 1930 public timetable is the sheet reproduced here.
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