Upon the state of facts presented by this record, the duties of the Illinois Central Railroad Company were not confined to those which it owed to the State of Illinois under the charter of the company and other laws of the state, but included distinct duties imposed upon the corporation by the Constitution and laws of the United States.
The state may doubtless compel the railroad company to perform the duty imposed by its charter of carrying passengers and goods between its termini within the state. But so long, at least, as that duty is adequately performed by the company, the state cannot, under the guise of compelling its performance, interfere with the performance of paramount. The state may make reasonable regulations to secure the safety of passengers, even on interstate trains, while within its border.
But the state can do nothing which will directly burden or impede the interstate traffic of the company or impair the usefulness of its facilities for such traffic. Railroad Co. Richmond, 19 Wall. Alabama, U. It may well be, as held by the courts of Illinois, that the arrangements made by the company with the Post Office Department of the United States cannot have the effect of abrogating a reasonable police regulation of the state.
But a statute of the state which unnecessarily interferes with the speedy and uninterrupted carriage of the mails of the United States cannot be considered as a reasonable police regulation. In Union Pacific Railroad v. Hall, 91 U.
The question whether a statute which merely required interstate railroad trains, without going out of their course, to stop at county seats would be within the constitutional power of the state is not presented and cannot be decided upon this record. The result is that the judgment of the supreme court of the state, which requires the Illinois Central Railroad Company to cause its fast-mail train to be brought into land stopped at its station in Cairo is erroneous, and must be.
Reversed, and the cause remanded for further proceedings not inconsistent with this opinion. Justia Annotations is a forum for attorneys to summarize, comment on, and analyze case law published on our site. Justia makes no guarantees or warranties that the annotations are accurate or reflect the current state of law, and no annotation is intended to be, nor should it be construed as, legal advice. Contacting Justia or any attorney through this site, via web form, email, or otherwise, does not create an attorney-client relationship.
Illinois Illinois Central R. Illinois, U. Justia Opinion Summary and Annotations. Syllabus Case U. Supreme Court Illinois Central R. Illinois No.
The defendant contended that the statute did not require its fast-mail train to be run to and stopped at its station in Cairo, and that the statute was contrary to the Constitution Page U. The Legislature of Illinois, by the statute of February 10, , incorporated the Illinois Central Railroad Company and empowered it "to survey, locate, construct, complete, alter, maintain, Page U. By the statute of Illinois of February 2, , "all railroad companies incorporated or organized under, or which may be incorporated or organized under, the authority of the laws of this state shall have power to make such contracts and arrangements with each other, and with railroad corporations of other states, for leasing or running their roads or any part thereof and also to contract for and hold, in fee simple or otherwise, lands or buildings in this or other states for depot purposes, and also to purchase and hold such personal property as shall be necessary and convenient for carrying into effect the object of this act," and "shall have the right of connecting with each other and with the railroads of other Page U.
Louis and New Orleans Railroad Company and the Illinois Central Railroad Company were authorized "jointly, or either of them separately, to build, erect, construct, and forever maintain, use, and operate a railroad bridge Page U.
The defendant offered to prove that the schedule of running Page U. The court excluded the evidence "for the reason that it is not competent for the defendant to enter into the contract with the government of the United States whereby it renders itself incapable of complying with the laws of Illinois," and allowed an exception to this ruling.
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The Illinois Central Railroad (reporting mark IC), sometimes called the Main Line of Mid-America, was a railroad in the central United States, with its primary. The Supreme Court decision in Illinois Central Railroad v. Illinois, U.S. ( ), reaffirmed that each state in its sovereign capacity holds permanent title.
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Justice Harlan, then a circuit-court judge, ruled that the state held title to the submerged lands, and therefore had the right to revoke the license granted to Illinois Central in the Act, which Illinois Central had contested. However, with its strong coal traffic, conservative nature, and healthy freight base it was equally slow to retire the iron horse, not doing so until Read more about New Digital Collections in the Archives. Its first railroad would run diagonally northwest with a branch to Chicago. The public trust doctrine limits private property rights to lands submerged by navigable waters. Johnston Papers, —
Traffic was light on the railroad, which was always on shaky financial ground. Louis Coal Railroad, which built westward from Carbondale to the village of Harrison in The St. Louis Central built southward from Pinckneyville to Harrison and Murphysboro in , and was also leased by the St. Louis Coal Railroad. The railroad created a subsidiary called the Chicago, St.
Instead of building east however, the new line built south from Marion through the towns of Creal Springs, Ozark, Reevesville and Metropolis before terminating at Brookport then called Brooklyn , across the Ohio from Paducah. Ferry service was instituted between Paducah and Brookport. It is seen making a stop at Belleville, Illinois.
Cape Girardeau was reached via a river ferry operation from East Cape Girardeau on the Illinois side. The deal would be denied until the next year, when it finally became publicly acknowledged in April, The leased lines would be purchased outright in the first years of the Twentieth Century. Louis Division, which was headquartered in Carbondale. At its height, lines radiating in six directions were controlled from the St.
Louis Division office, which was located on the square downtown. Louis Division Office to the left of the tracks on April 27, With the end of construction of new lines in , the next decade became a period of improvements.
Then, in the first few years of the new century, the I. In the Carbondale area, this included a new concrete arch bridge over the Big Muddy River that is still in use today. The old iron truss bridge is visible behind it. The Big Muddy bridge was the longest concrete arch span in the world when completed, though it would not hold that distinction for long. To relieve some of the strain, a line to allow St. Louis trains to avoid the hills between Carbondale and Mounds on the mainline was constructed.
Louis line. Opened to traffic in January, , the route never saw heavy usage but did keep a few trains daily off the busy mainline.