1946 — Apr 25, Exposition Flyer train rear-ends stopped Advance Flyer, Naperville, IL– 45

–45 Blanchard.*

–47 Cornell, James. The Great International Disaster Book (Third Edition). 1982, p. 439.
–47 Wikipedia. “List of Rail Accidents (Pre-1950).”
–46 Daily Journal-Gazette, Mattoon, IL. “Find Bad Air Hose in Naperville Wreck.” 8-8-1946, 14.
–46 Daily Illinoian-Star, Beardstown, IL. “New Evidence Found in Naperville Inquiry.” 8-7-1946, p.3.
–46 INS. “Engineer Blaine Is Held To Grand Jury.” Daily Journal-Gazette, Mattoon, IL. 6-24-1946, p4.
–45 AP. “ICC Issues Theory…Crash on Burlington Run.” Dixon Evening Telegraph, IL. 8-2-1946, p. 9.
–45 AP. “Jury Freed Engineer in Naperville Wreck.” Dixon Telegraph, IL, 10-4-1946, p. 1.
–45 Centralia Sentinel, IL. “Inquest Monday in Naperville Wreck.” 6-22-1946, p. 7.
–45 Edwardsville Intelligencer, IL. “Inquest Postponed in Naperville Wreck.” 5-27-1946, p. 1.
–45 Haine, Edgar A. Railroad Wrecks. New York: Cornwall Books, 1993, pp. 32 and 116.
–45 ICC. Chicago, Burlington & Quincy Railroad Company Report in re Accident at Naperville, Ill…
–45 INS. “Toll Mounts to 45 in Wreck at Naperville.” Daily Journal-Gazette, Mattoon, IL. 4-29-1946, 4.
–45 Life. “Train-Wreck Inquiry. Tests show how disaster…” 5-20-1946, p. 30G.
–45 Nash. Darkest Hours – A Narrative Encyclopedia of Worldwide Disasters. 1977, pp. 383 & 740.
–45 Railway Signaling. “Burlington Tests Show Signals Adequate.” June 1946, p. 404.
–45 Shaw, Robert B. Down Brakes: A History of Railway Accidents. 1961, pp. 304 and 484.
–45 Solomon. Chicago: America’s Railroad Capital…Illustrated History 1836 to Today. 2014, p. 106.
–45 Spinner, Chuck. The Tragedy at the Loomis Street Crossing. AuthorHouse, 2012, p. ix.
–45 UP. “Naperville Test Train Is Halted By Safe Margin.” Moline Daily Dispatch, IL. 5-2-1946, p.1.
–45 Wikipedia. “Naperville train disaster.” 6-4-2020 edit.
–44 AP. “Burlington Officials Subpoenaed to Grand Jury Hearing…” Moline Dispatch, IL, 4-27-1946, 1.

*Blanchard: While we show two sources noting 47 deaths, neither note their sources, and we choose not to use them. We also show three newspaper reports at the time showing 46 deaths, but the last death we have seen in press reporting at the time brought the death toll to, according to the paper, 45 deaths. The majority of sources consulted note 45 deaths, including the U.S. Interstate Commerce Commission report on the accident and Chuck Spinner, in whose book on the collision he notes his awareness of reporting of 47 fatalities, but that his research into the number of fatalities aligned with the reporting of the ICC.

Narrative Information

Cornell: “Forty-seven people died when the second section of the Burlington Line’s Exposition Flyer rammed the rear of the first section.” (Cornell, James. The Great International Disaster Book (Third Edition). 1982, p. 439.

Interstate Commerce Commission: “Cause: Failure to operate following train in accordance with signal indications.” (ICC Chicago, Burlington & Quincy Railroad Company Report in re Accident at Naperville, Ill., on April 25, 1946 (Investigation No. 2988). Washington, DC.)

Shaw: “Railway signals are spaced, in any proper installation, to allow adequate stopping space, under the poorest conditions, short of a halted train ahead. For trains moving at maximum speed on heavily trafficked lines, however, they must necessarily allow little leeway. Prompt, almost instantaneous, response by the driver is essential. Any more tardy reaction creates an immediate risk of accident. This self-evident lesson received yet another tragic and unneeded illustration when, about one o’clock on the afternoon of April 25, 1946, a brakeman riding the tenth car of Burlington westbound No. 11, the Advance Flyer, caught a glimpse of some unidentified object propelled from underneath the train, and sounded the communication signal to stop. As soon as the train came to a halt, at Naperville, Ill., the next station, the rear brakeman, James Tagney, leaped to the ballast and headed backward, waving his red flat. Inasmuch as the track was nearly straight in this vicinity, weather was clear, and the road protected by automatic block signals, he had every reason to believe that the requirement of protecting his train would be, in this case, quite superfluous. But before he had gone back 800 feet the following train, No. 39, the Exposition Flyer, loomed into sight, bearing down on him at 80 m.p.h. Checking its speed only slightly it zoomed past the horror-stricken flagman and plowed into the rear of No. 11 at an estimated 45 m.p.h.

“The thirteenth or rear car of No. 11, of standard steel construction, was penetrated for three-quarters of its length by the forward Diesel unit; the twelfth car, also of standard construction, was only slightly damaged. The next car ahead of that, however, a lightweight diner (116,000 lbs. as contrasted with 170,000 lbs. for the twelfth car), and with heavier cars ahead of it again, proved to be a unit of lesser resistance, and was crumpled into a U-shape. Most of the forty-five fatalities occurred in the thirteenth and eleventh cars. The fireman of No. 39 had climbed down the steps and leaped just before the impact, only to be instantly killed, but the Engineer, M. A. Blaine, remained in his cab and after the collision climbed unaided out of his window and through the shattered remnants of the rear coach of No. 11.

“When it stopped, prior to the accident, this rear coach stood 934 feet beyond Signal 228.1, which was itself slightly over one mile west of signal 227.1. There was no reason to doubt that the latter signal properly displayed the approach indication (‘Approach next signal prepared to stop’, as defined on the Burlington), and that the former, closer to the halted train showed red (Stop, then proceed’). Signal 227.1 could first be seen from the cab of the Diesel locomotive from a distance of not less than 5000 feet.

“After the collision the air brake equipment of No. 39 was found in good order. A few days later careful tests were made under the supervision of the I.C.C., using a train of comparable weight and length; it was demonstrated clearly that a service application of brakes at a speed of 86 m.p.h. when the yellow board first came in sight would have stopped No. 39 1364 feet east of the red board and 2298 feet from the rear of the preceding train. Even if the caution signal had been totally dis-regarded, by an emergency application of brakes at the instant the red signal first came in view 2202 feet away, on a slight curve, the express speeding at 86 m.p.h. could have been stopped within 393 feet beyond the point of the accident; while not avoiding the collision this would have considerably reduced its impact. In the actual collision the locomotive plowed through the wreckage 205 feet beyond the point of impact.

“Why, then, had this accident occurred? Every indication was that the brakes of No. 39 had never been applied in emergency. The automatic brake valve was found in the service position after the collision, and other members of the crew testified that they had felt no more than a service application midway between the two signals. No satisfactory solution to this mystery can be provided, despite the survival of the engineer, but his age – sixty-eight – may well have been a factor in his lack of response to signals received at such high speed. Blaine, was, in fact, charged with manslaughter, but the county grand jury refused to indict him because of ‘insufficient evidence’.” (Shaw, Robert B. Down Brakes: A History of Railway Accidents. 1961, pp. 303-305.)

Wikipedia: “April 26, 1946 – Naperville, Illinois, United States: Chicago, Burlington and Quincy Railroad’s Advance Flyer, stopped in Naperville station to check the running gear, is rammed by the Burlington’s Exposition Flyer, coming through on the same track at 80 mph (130 km/h). 47 killed, some 125 injured.” (Wikipedia. “List of Rail Accidents (Pre-1950).”)

Wikipedia: “The Naperville train disaster occurred April 25, 1946, on the Chicago, Burlington and Quincy Railroad at Loomis Street in Naperville, Illinois, when the railroad’s Exposition Flyer rammed into the Advance Flyer, which had made an unscheduled stop to check its running gear. The Exposition Flyer had been coming through on the same track at 80 miles per hour (130 km/h). 45 people died, and some 125 were injured.” (Wikipedia. “Naperville train disaster.” 6-4-2020 edit.)

Newspapers

April 25: “Bulletin. Naperville, Ill., AP – The Burlington Railroad’s Exposition Flyer rammed the rear of the advance flyer in Naperville today and the railroad reported an ‘undetermined number’ of persons were killed or injured.

“Naperville, Ill. AP – Two Burlington railroad fast passenger trains collided here today and St. Charles hospital in nearby Aurora reported ‘about 75’ injured passengers had been brought in for treatment. The hospital switchboard operator reported the staff was ‘too busy’ attending to the flood of patients to give any details on the extent of injuries or whether there had been any fatalities.

“The DuPage county sheriff’s office at Wheaton said it had no details but Chief Edward Otterpohl of Naperville police said first reports were that some persons had been killed. ‘They’re taking them out of there in ambulances now,’ he said, ‘but we don’t have the details.’

“All available ambulances and physicians were rushed to the scene, thirty miles from Chicago.

“The Burlington Railroad at Chicago had no immediate details on the wreck, but reported that the four rear coaches of the advance Flyer were ‘damaged.’

“Naperville police said the Exposition Flyer rammed the rear of the Advance Flyer. Both trains were westbound, the Exposition Flyer for San Francisco, and the Advance Flyer for Omaha and Lincoln, Neb. Several coaches were telescoped and wrecking crews worked with torches to extricate passengers from the tangled wreckage.

“Both trains left Chicago at 12:35 p.m. (Central standard time). Naperville is about 30 miles southwest of Chicago.” (Associated Press. “Trains Collide at Naperville.” Centralia Evening Sentinel, IL. 4-25-1946, p. 1.)

April 26: “Naperville, Ill., April 26 – (AP) – Rescue workers today counted at least 44 dead in a terrific rear-end collision of the Burlington railroad’s westbound fast Exposition Flyer and Advance Flyer yesterday.

“Of 125 persons injured when the Exposition Flyer, speeding at more than 60 miles an hour toward San Francisco, rammed the stopped Advance Flyer, 31 remained in hospitals, some in critical condition. All but five of the dead, all women, had been identified.

“The engineer of the Exposition Flyer, who Burlington Railroad officials said had adequate warning that the preceding train had stopped, was charged with manslaughter. DuPage county officials said, however, this was a technicality to make certain the engineer would appear at an inquest and that no evidence of laxity had been uncovered.

“The crash of the two steel car, diesel-powered trains occurred just 31 minutes after they left Chicago’s Union Station simultaneously at 12:35 p.m. CST. On separate tracks, but after a few miles moved onto a single center track, with the Advance Flyer, which ran on a faster schedule in the lead.

“The Advance Flyer, carrying 150 to 200 passengers in nine coaches, was bound for Omaha and Lincoln, Nebr. The Exposition Flyer, made up of 11 coaches and carrying 175 to 200 persons, was headed for San Francisco.

“The engineer suffered a skull fracture, the prosecutor said, and will not be arraigned on the manslaughter warrant for at least two weeks or until he is released from a hospital where he is under guard. His bond was fixed at $5,000.

“Blaine suffered cuts on the head and was taken to an Aurora hospital.

“Daniels quoted the engineer as saying ‘we were going too fast,’ and that his train was traveling 85 miles an hour when he noticed the first of two warning signals. The engineer applied the brakes at once, Daniels said Blaine related, but ‘it was too late.’ How I came out alive, I’ll never know.’

Flagman Too Late

“At the station, James Tangney, flagman on the Advance Flyer, left the rear coach and told passengers, ‘I’m going to stop that train behind us.’ But before he had walked a dozen steps, the Exposition Flyer roared toward the stalled train and, with brakes screeching and sparks flying from its wheels, struck the rear coach of the Advance Flyer.

“The diner ahead of the telescoped rear coach of the stalled train buckled under the impact and was torn into a heap of twisted steel and debris. The third car from the end was half overturned and the fourth car was completely overturned.

“The Red Cross quickly set up disaster relief headquarters at the scene and help came from all sides. Across the tracks, hundreds of workers in a furniture factory rushed to give aid. Fifty students at North Central college quit classes to serve as litter bearers. Uninjured passengers worked feverishly to render aid to the scores of victims.

“In a few minutes, doctors, nurses and ambulances were racing to the scene from neighboring communities. Rescue lines were formed and a warehouse was converted into a temporary hospital where the injured were given first aid. The more serious cases were taken to hospitals in nearby Aurora.

“Edward Flynn, executive vice president of the railroad, said the automatic signal systems had been functioning properly. The unscheduled stop by the Advance Flyer was made when trouble developed in the undercarriage of the train, he said.

“Investigations continued today, by the railroad, and by the DuPage county coroner and state’s attorney….

“Two minutes after the Advance Flyer made an unscheduled stop in this city of 5,287, a terrific crash roared through the country-side as the Exposition Flyer plowed into the rear of the stalled train….

“The cries of the dying came mostly from the rear coach of the Advance Flyer, where passengers were trapped….

“Eleven coaches were overturned or left the rails, six on the Advance Flyer and five on the Exposition Flyer.

“Through the night, hours after the accident at 1:06 p.m. (CST), search continued for additional bodies. This was discontinued at dawn, however, when searchers were convinced all casualties had been accounted for, although some remained unidentified….” (Associated Press. “ ‘Q’ Wreck Dead Placed at 44.” Dixon Evening Telegraph, IL. 4-26-1946, pp. 1 and 6.)

April 27: “Chicago – (AP) – State’s Attorney Lee Daniels of DuPage county today subpoenaed Burlington railroad officials and train crews to testify at a grand jury investigation Tuesday into the collision of two of the line’s fast passenger trains at Naperville Thursday. Forty-four persons were killed and more than 100 injured in the wreck. Daniels interrupted the railroad’s own investigation of the disaster to serve the summonses. He took the action after his own investigation of the tragedy was delayed earlier in the day when railroad representatives failed to appear at Naperville for questioning. ‘We prefer there be no rehearsal of evidence in the disaster and we feel that amounts to one.’ He said in interrupting the hearing.

“Before the interruption, J. E. Aue of Rockford, conductor on the Advance Flyer, said he did not know whether the Exposition Flyer was following him on the same track or was travelling on a parallel track, at the time of the collision….Aue made the statement in reply to a question by E. F. Streit, attorney representing W. W. Blaine, engineer on the Exposition Flyer. Aue said the brakes of his train were inspected and tested as the train left Chicago and said this was in conformance with railroad practice.

“The brakeman of his train saw something ‘fly out from under a car’ as they neared Naperville, Aue said, and wanted to know whether to stop the train. Aue said he gave the authorization to stop and that the train made a normal stop, requiring two minutes and three quarters of a mile. The train, he said, came to a complete halt at 1:03 a.m. and was struck by the Exposition Flyer at approximately 1:04½.

“Aue said he saw the flagman of the Advance Flyer ‘running back to protect the rear of the train as required by railroad rule.’

“Asked by L. C. Atkins, general chairman of the Brotherhood of Locomotive Engineers, whether it was ‘humanly possible’ for the flagman to have gone farther back along the tracks in the minute and a half interval before the collision, Aue said, ‘No.’ He said he saw the flagman running.

“Earlier at Naperville, a suburb 30 miles west of Chicago, Daniels told newsmen he was ‘not entirely satisfied’ that Blaine ‘is to bear the entire blame.’ ‘I believe other angles might be about as much to blame as the engineer’s operation,’ the prosecutor told newsmen after calling off his inquiry when no members of the train crews appeared.

“Blaine, who remained at the controls of the Exposition Flyer when it rammed into the standing Advance Flyer, was still being treated at an Aurora hospital for a skull fracture. He has been charged with manslaughter.

“A 24-hour guard was established at the Aurora hospital, where physicians said Blaine would be confined for two or three weeks.

“The last of the victims was identified and 23 of the 100 injured remained in hospitals, three in critical condition. Officials of the Illinois state commerce commission and the Interstate commerce commission also made investigations to determine the cause of the wreck.” (Associated Press. “Burlington Officials Subpoenaed to Grand Jury Hearing Tuesday.” Moline Daily Dispatch, IL, 4-27-1946, p. 1.)

April 29: “Chicago – (INS) – Efforts of three investigating agencies to fix the responsibility for the wreck of two Burlington railroad trains in which 45 persons lost their lives were scheduled for resumption today.

“The death toll from the disaster at nearby Naperville last Thursday rose to 45 Sunday night [28th] when Miss Leona Belle Sayler, 26, of Brunswick, Neb., a government employee at Washington, D.C., died in St. Charles Hospital at Aurora….

“The investigations now under way were principally concerned with whether the emergency brakes were applied on the Exposition Flyer and if so, at what distance from the point of collision. The inquiries were being made by the Burlington road, the Illinois Commerce Commission and the Interstate Commerce Commission. In addition, State’s Attorney Lee Daniels of DuPage county, where the wreck occurred, has ordered a grand jury investigation, beginning Tuesday at suburban Wheaton. At Saturday’s opening session of the railroad’s investigation into the collision some members of the train crews stated the emergency brakes were not applied.

“William W. Blaine, 68, engineer of the Exposition Flyer, has insisted that he made every effort to stop his nine-car train before the crash.” (INS (International News Service). “Toll Mounts to 45 in Wreck at Naperville.” Daily Journal-Gazette, Mattoon, IL. 4-29-1946, p. 4.)

May 2: “Naperville, Ill. – (UP) – A test simulating last Thursday’s wreck which cost 45 lives was conducted today to show that a 9-car streamliner has sufficient braking power to avoid collisions under the Burlington railroad’s signal system. Making the first of five test runs, a duplicate of Engineer W. W. Blaine’s ‘death train’ sped 80 miles an hour into Naperville – and was stopped easily and safely.

“The engineer began braking it to restricted speed when he saw the yellow signal located about 1¼ miles from the spot where Blaine’s train rammed the rear of the Advance flyer. The test train rounded a curve and stopped before crossing the red light, 936 feet in front of the scene of Thursday’s collision.

“Blaine, who faces a manslaughter charge, contends that his braking power was insufficient to halt his train in time, although he saw the warning lights.” (United Press. “Naperville Test Train Is Halted By Safe Margin.” Moline Daily Dispatch, IL. 5-2-1946, p. 1.)

May 27: “Chicago, May 27 – The inquest scheduled for today into the deaths of 45 persons killed in a train crash at Naperville, Ill…has been postponed until June 24, Dr. Paul A. Isherwood, county coroner, announced today. W. W. Blaine, engineer of the Exposition Flyer, which rammed another train, still was under treatment in an Aurora, Ill., hospital, Isherwood said in announcing the postponement.” (Edwardsville Intelligencer, IL. Inquest Postponed in Naperville Wreck.” 5-27-1946, p. 1.)

June 22: “Naperville, Ill. AP – An inquest in the deaths of 45 persons killed when one Burlington railroad train rammed another at Naperville last April 25 is set for 10 a.m. Monday. Dr. Paul A. Isherwood, coroner, had deferred the inquest pending recording of William H. Blaine, 68, engineer of the Exposition Flyer which crashed into the Advance Flyer.

“Blaine, who suffered a brain concussion, was released from an Aurora hospital yesterday, and left for his home in Galesburg. Attorney Edward F. Streit said he had advised Blaine not to testify at the inquest because of a manslaughter charge against him, but that Blaine said ‘he wanted to tell the story.’ ” (Centralia Sentinel, IL. “Inquest Monday in Naperville Wreck.” 6-22-1946, p. 7.)

June 24: “Naperville, Ill. – (INS) – A coroner’s jury today returned a verdict recommending that William W. Blaine, engineer on the Burlington’s Exposition Flyer when it ran into the Advance Flyer April 25, be held to the Grand Jury on a charge of manslaughter.

“Forty-six persons were killed in the rear-end collision near Naperville.” (INS. “Engineer Blaine Is Held To Grand Jury.” Daily Journal-Gazette, Mattoon, IL. 6-24-1946, p. 4.)

Aug 2: “Washington, Aug. 2. – (AP) – The Interstate Commerce Commission reports that failure to operate a Burlington railroad passenger train in accordance with signals caused the April 25 wreck at Naperville, Ill., in which 45 persons died and 69 others were injured. Train No. 39, the exposition flyer, crashed into the rear of train No. 11, the advance flyer, which had stopped in Naperville.

“W.W. Blaine, of Galesburg, Ill., exposition flyer engineer, is at liberty under $5,000 bond on a justice of the peace charge of manslaughter, and has been subpoenaed by the DuPage county grand jury at Wheaton, Ill., which is investigating the case.

“The ICC said its investigation indicated train No. 39 was approaching Naperville at a speed of about 80 miles an hour. The flagman of train 11 had gone back to protect his train and had reached a point about 800 feet to the rear when train 39 speeded past him.

Kept Up Speed

“The commission said train 39 approached train 11 and failed at a distant signal to reduce speed in accordance with the signal. ‘Had the signal been observed and this instruction complied with, this accident would have been prevented,’ the report said.

“A second signal displayed ‘stop – then proceed’ which required that the train must be stopped and ten operated beyond such signal so that it could be stopped short of any preceding train, the report added. ‘The weather was clear and there was no condition which obscured the view’ of the signal, the commission noted.

“Members of the train crew of No. 39 were quoted as saying they did not feel any brakes applied in the vicinity of Naperville until their train was midway between the two signals mentioned. Several crewmen said they thought the speed was about 45 miles an hour at the time of the collision.

“The commission added that the engineer of train 39 was not available for questioning due to injuries received in the wreck.

Should Match Cars

“The commission recommended that the railroad discontinue the operation of passenger cars which ‘doo not meet present standards, intermingled in trains with cars meeting such standards.’ The report said train 11 consisted of car both of light weight stainless steel construction and cars of conventional all-steel construction. The 12th and 13th cars of the train were built in 1915, the ninth and tenth cars in 1940, and the 11th car in 1938. ‘The greatest damage and practically all the deaths occurred in the 13th and 11th cars,’ the report said.

“In Chicago, Edward Flynn, executive vice president of the Burlington Railroad said the company had no comment on the ICC report, adding that there would be no company statement until the report had been received and analyzed.” (AP. “ICC Issues Theory on Railroad Crash on Burlington Run.” Dixon Evening Telegraph, IL. 8-2-1946, p. 9.)

Aug 7: “Chicago, Aug 7 – Ralph Budd, president of the Burlington railroad, revealed today that a defective air hose had been discovered in the second car of the railroad’s Exposition Flyer, which crashed into the Advance Flyer at Naperville last April 25, killing 46 persons. Budd made public a letter he had written Aug 2 to W. J. Patterson, chairman of the Interstate Commerce Commission, which investigated the crash. He said the defective air hose was discovered July 27, when the car, owned by the Denver and the Grande railroad, was undergoing a routine checkup. Budd pointed out that the company had no way of knowing whether the air hose was defective at the time of the crash and said it ‘may or may not have a bearing on the accident.’

“The defective hose, located in the front of the car, directly behind the Exposition Flyer’s locomotive, would have interfered with emergency application of brakes in all cars behind it, Budd said. Service application could be made through the hose but not emergency application, Budd said.” (Daily Illinoian-Star, Beardstown, IL. “New Evidence Found in Naperville Inquiry.” 8-7-1946, p. 3.)

Aug 8: “Chicago – INS – Discovery of a defective air hose on the second car of the Burlington Route’s Exposition Flyer which crashed into the Advance Flyer at Naperville on April 25, killing 46 persons, today started a move to exonerate Engineer William Blaine. C. H. Atkins, chairman of the general committee of adjustment of the Brotherhood of Locomotive Engineers, said in his opinion the discovery ‘of this defective hose should exonerate Engineer Blaine of responsibility for this accident.’

“Ralph Budd, president of the railroad, said that the second car was returned to service on July 13.

“On July 27, while being given routine air brake tests at Denver, it was discovered that the brakes could not be set in emergency through the ‘B’ end of the car, which was toward the front end of the train at the time of the accident.

“Budd reported the discovery to W. J. Patterson, commissioner of the Interstate Commerce Commission, which investigated the accident.” (Daily Journal-Gazette and Commercial-Star, Mattoon, IL. “Find Bad Air Hose in Naperville Wreck.” 8-8-1946, p. 14.)

Oct 4: “Wheaton, Ill., Oct. 4 – (AP) – The DuPage county grand jury, after more than five months of hearings, today refused to indict the engineer of the Burlington railroad train which struck a second train at Naperville, Ill., April 25 with a loss of 45 lives.

“The jury also made eight recommendations to the Illinois and Interstate Commerce Commissions, including installation of radar and two-way radio on all high speed trains.

“The engineer, W. W. Blaine, of Galesburg, had been held to the jury under a manslaughter charge growing from the collision of the Exposition Flyer with the Advance Flyer at the east end of the Naperville station. The jury found ‘insufficient’ evidence to return an indictment.” (Associated Press. “Jury Freed Engineer in Naperville Wreck.” Dixon Evening Telegraph, IL, 10-4-1946, p.1.)

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