Chicago and Aurora Railroad

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The Chicago and Aurora Railroad was the direct predecessor of the Chicago, Burlington and Quincy Railroad. Its original incorporation as the Aurora Branch Railroad, chartered in February 1849, [1] started as a twelve-mile branch line which Class I giant BNSF cites as the beginning of their empire: this “short stretch of track set BNSF’s destiny into ‘loco-motion’ and grew over many decades into a network spanning 32,500 miles.” [2] [3] Beginning in 1853, as the Chicago and Aurora Railroad, the company's tracks eventually extended from Chicago to Mendota via Aurora, Illinois, creating what would become the oldest commuter line in the Chicago area.

Contents

History

The Aurora Branch Railroad

The original branch line

The Chicago and Aurora Railroad's first incarnation was the Aurora Branch Railroad (ABRR), which was chartered by the Illinois General Assembly on February 12, 1849, to build a line from the Galena and Chicago Union Railroad (G&CU) to Aurora. [4] [5] According to railroad historian A.W. Newton, “The Galena and Chicago Union Railroad was then under construction, passing some twelve miles to the north, and agitation started for the construction of a line from Aurora to a connection with this road, thus giving access to Chicago.” Surveying began at once, and construction started in early 1850, working southeast from Turner Junction (now West Chicago) and reaching Batavia in late August 1850. After a major celebration there, daily train service between Batavia and Chicago began on September 2, 1850. [6]

Construction to Aurora was completed on October 4, and the railroad company announced that beginning October 21, 1850, two round trips a day would be scheduled to Chicago and back. Customers paid $1.25 to travel from Aurora to Chicago, while the fare to Aurora from Chicago was $1.10. [7] This trackage is still in service as an industrial spur, though the connection in West Chicago has been removed.

Like many early railroad companies, the Aurora Branch at first was working on a thin financial margin. Any new railroad had to spend huge amounts on track construction, rolling stock, and maintenance facilities before it could even begin to make money, so people were often wary about investing in railroads. The Aurora Branch sold less than half of its original stock outlay of $100,000, nowhere near the eventual total construction costs of just over $125,000. [8]

The company had economized by using both second-hand tracks and locomotives. In construction, they used wooden rails covered with strap iron which they had purchased used from the Buffalo and Niagara Falls Railroad; this matched the tracks built by the Galena and Chicago Union Railroad. [9] It appears that the first locomotive used on the Aurora Branch was leased from the Galena and Chicago Union; called the Pioneer, it was a 4-2-0 wood-burning engine built by the Baldwin Locomotive Works. [10] Late in 1850 the Aurora Branch purchased two engines second-hand: the Pigeon, another Baldwin 4-2-0 locomotive, bought from the Michigan Central Railroad, and the Whittlesey, a small locomotive with 4 driving wheels, purchased from the Buffalo and Niagara Falls Railroad. [11]

To cover these expenses, in March of 1850 the board offered bonds for sale worth $45,000 in total, with the directors personally providing guarantees of payment if necessary; however, once construction was completed, profits were strong, so just four years later, on May 1, 1855, the company was able to pay off all its debts. [12] In fact, on July 8, 1851, the Aurora Branch increased its stock to $600,000, [13] and on the one-year anniversary of the branch line’s completion, October 31, 1851, the company also paid dividends of 10 per cent—though in stock, not cash—to investors who had covered 75% or more of the cost of their initial stock purchases. As Newton points out, no one who invested in the Aurora Branch ever lost a penny, such was the company's financial performance—an extremely unusual performance for a railroad that started from scratch. [14]

Seeking to expand westward

But already in March of 1850 the Aurora Branch’s board was looking farther afield, resolving “that it is the desire of the directors of this company to extend the Aurora Branch Railroad to the most feasible point on the Illinois River, as soon as possible." [15] Although they made arrangements within less than a month to survey this route, nothing came of it immediately—other corporate maneuvers had to happen first.

In February 1851, the Aurora Branch’s stockholders and the Board of Directors instructed company officers to explore arrangements “with the Galena and Chicago Union Rail Road Company, or any other company or companies, for the purpose of uniting or consolidating this company.” [16] Newton speculates that the Aurora Branch considered this possible merger because, in the Galena and Chicago Union’s original 1836 charter, the Illinois legislature had given that company the right to build “Lateral Routes” from its main line, and an extension of the Aurora Branch westward could be competing against such a lateral route. [17]

But while the Aurora Branch signed a formal operating agreement on December 31, 1851, with the Galena and Chicago Union to use the G&CU tracks into Chicago, no consolidation took place. On January 13, 1852, however, the Aurora Branch’s company president signed a lease in perpetuity for the Galena and Chicago Union’s unbuilt but legally identified right of way west from Aurora, to connect with the Illinois Central Railroad’s main line in the area of Mendota. [18]

The Chicago and Aurora Railroad

The company was renamed Chicago and Aurora Railroad on June 22, 1852, and given expanded powers to extend from Aurora to a point north of LaSalle; [19] this extension, to Mendota, was completed on October 20, 1853. [20] Another amendment, passed February 28, 1854, authorized the company to build east from Aurora to Chicago via Naperville, and changed its name to Chicago and Southwestern Railroad. [21] The latter provision was never acted upon, [22] and was repealed by an act of February 14, 1855, which instead changed the name to Chicago, Burlington and Quincy Railroad (CB&Q). [23] The Aurora-Chicago line was opened on May 20, 1864, by which time the CB&Q had, through acquisitions, acquired a main line from Chicago to Galesburg, where it split into branches for Burlington and Quincy. [24]

The portion of the Chicago and Aurora between Aurora and Mendota remains a main line of CB&Q successor Burlington Northern Santa Fe Railway. This section of track makes up part of the Mendota Subdivision, which continues south-southwest to Galesburg. The original West Chicago-Aurora branch line is now an industrial track of the Chicago Subdivision. [25]

Mendota subdivision hosts about 40 freight trains a day, and Amtrak Southwest Chief #3 and 4, California Zephyr #5 and 6, Illinois Zephyr #383 and 380, and Carl Sandburg #381 and 382.[ citation needed ]

It currently runs through Aurora, Montgomery, Bristol, Plano, Sandwich, Somonauk, Leland, Earlville, Meriden, Mendota, Clarion, Arlington, Zearing, Malden, Princeton, Wyanet, Buda, Neponset, Kewanee, Galva, Altona, Oneida, Wataga, and Galesburg. It interchanges with the Illinois Railway La Salle Line in Zearing, the Union Pacific Troy Grove Sub in Earlville, and the Illinois Railway Ottawa Line in Montgomery, all in Illinois.

The original Chicago-Aurora line, the oldest commuter rail line in the Chicago area, still exists today as Metra's BNSF Railway Line, operated by the BNSF Railway, which is the successor of the CB&Q through numerous mergers.

In 2017, the Mendota subdivision announced that it would become a designated quiet zone with the construction or the East Main Street underpass in Galesburg. [26]

See also

Notes

  1. ↑ Chicago, Burlington & Quincy Railroad Company. Corporate History of the Chicago, Burlington & Quincy Railroad Company and Affiliated Companies. 1917. P. 7.
  2. ↑ Romanowski, Paige (BNSF Staff Writer), “Rails and Routes: BNSF’s Start in Aurora, Illinois.” April 16, 2024. <https://www.bnsf.com/news-media/railtalk/heritage/aurora-illinois.html>.
  3. ↑ BNSF Railway. The History of BNSF: A Legacy for the 21st Century. N.d. P. 4.
  4. ↑ An Act Granting a Charter to the Aurora Branch Railroad Company (1849). P. 96.
  5. ↑ Reporting mark ("ABRR") confirmed by Bogart, Charles H., The Railroads of Kentucky During the 1940s and 1950s, 2014. P. 228.
  6. ↑ Newton, A. W. "Early History of the Chicago, Burlington & Quincy Railroad in Illinois," Part One: "Aurora Branch Railroad Company." The Railway and Locomotive Historical Society Bulletin, October 1948, no. 74. P. 8.
  7. ↑ Newton, pp. 8-9.
  8. ↑ Newton, pp. 8-9.
  9. ↑ Newton, p. 11, quoting Minutes of Stockholders’ and Directors’ Meetings of the Aurora Branch Railroad, March 26, 1850. Although the Minutes only name "W. A. Bird, Esq. of the Niagara Falls Railroad," the agreement consolidating the Buffalo and Niagara Falls company with the New York Central Railroad lists Bird as treasurer of the Buffalo and Niagara Falls Railroad (Agreement between the Buffalo and Niagara Falls Railroad Company, the Lewiston Railroad Company, and the New-York Central Railroad Company, 1853. P. 22.).
  10. ↑ Newton, pp. 12-13. Although Newton could not find a specific lease agreement, several indirect sources agree in suggesting that the Pioneer was owned by the Galena and Chicago Union but leased to the Aurora Branch.
  11. ↑ Newton, p. 14.
  12. ↑ Newton, pp. 8-9.
  13. ↑ Newton, p. 15.
  14. ↑ Newton, p. 10.
  15. ↑ Newton, p. 9, quoting Minutes of Stockholders’ and Directors’ Meetings of the Aurora Branch Railroad, March 26, 1850.
  16. ↑ Newton, p. 19, quoting Minutes of Stockholders’ and Directors’ Meetings of the Aurora Branch Railroad, February 21, 1851.
  17. ↑ Newton, p. 20; his speculation is expanded slightly in his footnote #41, p. 22.
  18. ↑ Newton, p. 20.
  19. ↑ An act to amend the charter of the Aurora Branch Railroad company, approved June 22, 1852
  20. ↑ Interstate Commerce Commission (1927), Valuation Docket No. 715: Chicago Burlington & Quincy Railroad Company, vol. 134 I.C.C., p. 1
  21. ↑ An act to amend the charter of the Chicago and Aurora Railroad Company, approved February 28, 1854
  22. ↑ Chicago, Burlington and Quincy Railroad, Corporate History of the Chicago, Burlington & Quincy Railroad Company and Affiliated Companies, 1917, p. 8: "A provision of the Amendment, of date February 28, 1854, which changed the name of this company to "Chicago and Southwestern Railroad Company," was never acted upon or recognized by this company."
  23. ↑ An act to amend an act entitled "An act to amend the charter of the Chicago and Aurora Railroad Company," approved February 28, 1854, approved February 14, 1855
  24. ↑ Interstate Commerce Commission (1927), Valuation Docket No. 715: Chicago Burlington & Quincy Railroad Company, vol. 134 I.C.C., p. 1.
  25. ↑ BNSF Railway, Chicago Division Timetable No. 6, in effect July 20, 2007
  26. ↑ "BNSF's Mendota subdivision to become quiet zone". Galesburg Register Mail.

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