Peoria and Pekin Union Railway: Map, Timetables, History

Published: August 15, 2024

The Peoria and Pekin Union Railway (P&PU) is a storied short line with a rich history that mirrors the development of the American Midwest’s rail infrastructure.

Positioned in Central Illinois, the P&PU was an important terminal road between its home cities for decades. In August, 2004, Genesee & Wyoming acquired the P&PU and currently operates the former system as the Tazewell & Peoria Railroad.

This article delves into the origins, growth, operational changes, and legacy of the P&PU, illustrating its pivotal role in regional transportation.

Peoria & Pekin Union SW7 #902 lays over at the railroad's shops in Peoria, Illinois in August, 1978. Rob Kitchen photo.

Early Beginnings

The Peoria and Pekin Union Railway was established in 1880, in the wake of burgeoning industrial growth in the region. The railway was born from the need to handle the increasing volume of freight traffic in the Peoria and Pekin areas, cities located along the Illinois River.

Early railroads in Illinois had already fostered the region's economic expansion by providing necessary connections between local manufacturers, agricultural producers, and national markets. However, by the late 19th century, a more integrated network was required to manage the escalating transport demands efficiently.

It was common for small cities to be serviced by a multitude of railroads, each operating its own yards, stations, and other terminal facilities. This was precisely the situation in Peoria, Illinois, until September 28, 1880.

On that date, the Wabash, St. Louis & Pacific (later known simply as the Wabash), the Indiana, Bloomington & Western (eventually part of the Big Four's Peoria & Eastern), the Peoria, Decatur & Evansville (later part of the Illinois Central), and the Peoria & Jacksonville (later the Chicago & Illinois Midland) came together to form the Peoria & Pekin Union Railway (P&PU). This newly established entity was a quintessential example of a switching and terminal company, designed to consolidate operations and streamline the complexities of managing multiple railroads in a single urban area.

Before the P&PU, each of these railroads operated its own yard, roundhouse, and station in Peoria, creating a fragmented and inefficient rail system.

The primary goal of forming the P&PU was to unify these scattered facilities, simplifying operations and coordination. Additionally, the P&PU took over two lines connecting to Pekin, located ten miles south of Peoria.

The western route, built in 1864 by the Peoria, Pekin & Jacksonville, crossed the Illinois River at Pekin. The eastern route, constructed by the Peoria & Springfield in 1872, had a bridge on the south side of Peoria. In 1884, the P&PU abandoned the bridge at Pekin along with a mile of track beyond Hollis.

The P&PU commenced operations in February 1881, initially using rented locomotives. By the end of that year, the company had acquired eight 0-4-0 switchers, four from Hinkley and four from Portland.

Growth and Expansion

In 1882, it expanded its fleet with a second-hand passenger engine and three additional switchers from the Peoria & Springfield. To service these locomotives, as well as the engines of its joint owners, the P&PU opened a roundhouse at Bridge Junction. Initially featuring 30 stalls, the roundhouse was later enlarged to accommodate 34 stalls.

Peoria Union Station opened its doors in October 1882, featuring a block-long trainshed that covered five tracks. In 1900, the station was upgraded with a longer shed spanning seven tracks, further enhancing its capacity and operational efficiency.

This consolidation and modernization allowed the P&PU to serve as a cornerstone of Peoria’s rail infrastructure, streamlining operations for the benefit of all its stakeholder railroads and significantly improving logistical efficiency in the region.

By 1906, the P&PU was managing an impressive volume of over one million rail cars annually and operated 16.7 miles of track. Anticipating future growth and the need for expanded capacity, the railroad took a proactive step the following year by inaugurating a large new yard in East Peoria.

This strategic investment not only ensured the P&PU could handle increasing traffic but also solidified its position as a critical hub in the region's rail network.

System Map (1952)

Operational Highlights

During its peak, the P&PU played a crucial role in managing the logistic needs of the Peoria Union Station, one of the largest and busiest railroad terminals in downstate Illinois. This facility handled a significant amount of passenger traffic alongside freight, making it a bustling nexus of activity in the early to mid-20th century.

Passenger Service

Although the primary focus of the P&PU was freight traffic, it also facilitated passenger services through Peoria Union Station. This terminal was used by prominent railroads throughout the Midwest such as the Rock Island, Santa Fe, and Burlington.

The P&PU, though, was early victim of the automobile. Due to the railroad's local operation it was quick to drop passenger service, ending all of its own trains between both cities by 1931.

Timetable (1910)

Freight Innovations

The P&PU was known for several innovative approaches to handling freight:

- **Efficient Interchanging:** The railway streamlined the interchange process between different railroad companies, reducing delays and operational bottlenecks.

- **Diverse Commodities:** The variety of freight handled by the P&PU was impressive, ranging from coal and agricultural products to manufactured goods and raw materials.

Diesel Roster (All-Time)

Road Number	Model	Builder	Serial Number	Completion Date	Notes
100	HH600	Alco	68728	4/1936	-
300	S-2	Alco	69421	3/1941	-
301	S-2	Alco	70208	10/1942	-
400-401	NW2	EMD	5534-5535	10/1947	Rebuilt and renumbered 600-601.
402-403	NW2	EMD	5597-5598	6/1948	Rebuilt and renumbered 607-608.
404-405	NW2	EMD	6650-6651	6/1949	404 rebuilt and renumbered 603.
406-407	SW7	EMD	10085, 10116	8/1950	406 renumbered as 604 and rebuilt as SW7RM by Morrison-Knudsen in 1979.
408-410	SW7	EMD	10086-10088	8/1950	410 rebuilt as SW7RM by Morrison-Knudsen and renumbered 602.
411-412	SW9	EMD	15560-15561	11/1951	Rebuilt and renumbered 605-606.
500	SW1200	EMD	30307	5/1965	Rebuilt and renumbered 609.
700	SW7/SW14	EMD	11674	12/1950	ex-Illinois Central/ICG #1413; ex-IC #426; built as IC #9426; Rebuilt by ICG-Paducah as an SW14 in 3/1994.
701	SW9/SW10	EMD/UP	16636/4168-1	5/1952	Western Pacific #601 was retired by UP in 9/1983 and rebuilt to "SW10" in 11/1984, renumbered as 1271. Acquired by the P&PU in 1/1993, renumbered 701.
702	SW9/SW10	EMD	17809	4/1953	Built as UP SW9 #1829. Rebuilt by UP as SW10 #1829. Acquired by P&PU in 1993.
800	SC15A-3	PLW	-	12/1994	SW10 Rebuilt with Caterpillar engine.
801	SC15A-3	PLW	6564	2/1949	Built as CB&Q TR2A #9402A. Rebuilt with Caterpillar engine.
802	SC15A-3	PLW	-	1994	ex-Peoria Locomotive Works PL1500 demo #1500; rebuilt with Caterpillar engine.
2000	GP35C	PLW	29476	5/1964	Built as L&N GP35 #1111. Rebuilt with Caterpillar engine by Republic Locomotive Works.
2001	GP35C	PLW	29300	4/1964	Built as GM&O GP35 #612. Rebuilt with Caterpillar engine.

Peoria & Pekin Union SW1200 #500 and NW2 #402 lays over at the engine terminal at Peoria in August, 1978. Rob Kitchen photo.

Current Operations

By 1950 the P&PU interchanged with fifteen transportation companies including the Chicago & Illinois Midland; Chicago & North Western; Gulf, Mobile & Ohio; Illinois Central; New York Central; Nickel Plate Road; Pennsylvania; Santa Fe; Burlington; Illinois Terminal; Inland Waterways Corporation; Minneapolis & St. Louis; Peoria Terminal Railroad; Toledo, Peoria & Western.

Today, while all of these classic railroads are no longer in operation their successors continue to serve central Illinois allowing P&PU successor Tazewell & Peoria to play a crucial role in regional logistics.

Currently, the railroad handles roughly 170,000 carloads annually and is jointly owned Canadian National, Norfolk Southern, and Union Pacific.

The Peoria and Pekin Union stands as an enduring symbol of American railroading history. From its early beginnings in the 19th century through significant transformations and challenges, the P&PU has continuously adapted to meet the evolving needs of the transportation industry.

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