Elizabeth and I arose and we sat with John Goodman and enjoyed the hotel's breakfast in our building.
One of the pictures in the second floor hallway in the main building of the Best Western Longbranch Inn. We did our Internet duties and then went outside to the waiting bus and boarded. Our first stop of the day was at the Security Building where Iowa Interstate has their world headquarters. We waited to take the elevator to the seventh floor.
The year is 1984. The just recently formed Heartland Rail Corporation, whose owners consist of Maytag, Pioneer Seed, CRANDIC, Pella Rolscreen, and others, selected Iowa Interstate Railroad, a separately owned company, as its operator. Heartland, with the help of a loan from the State of Iowa and other resources, purchased 553 miles of the former Rock Island Railroad from Council Bluffs to Bureau for $31 million on October 10, 1984.
Trackage rights to Chicago were finalized with CSXT and METRA and the railroad was able to move its first train on April 29, 1985. The train was historically significant as it represented restoration of through-service from Council Bluffs to Chicago for the first time since the Rock Island’s liquidation in 1980. These beginning years found Heartland and the Iowa Interstate experiencing difficult times, including serious discussions of bankruptcy proceedings. In 1991, the Iowa Interstate was purchased by Heartland to combine the operating entity with the owner of the track structure. Pittsburgh-based Railroad Development Corporatioin (“RDC”) invested additional capital in the railroad and also obtained an option to purchase the enterprise. Heartland’s shareholders had changed over the years; several owners sold out and Archer Daniels Midland became an investor in 1995, ultimately acquiring a controlling interest. In January 2004, RDC exercised its option to purchase the company and emerged as the sole owner of the railroad.
In February 2006, IAIS completed a transaction to lease 32 miles of track from CSXT between Utica and Henry, Illinois. This track was in dire need of maintenance, prompting IAIS to complete a rehab project to bring the speed up to 25 mph by that fall. The purchase of the CBGR railroad property from OMNITRAX in Council Bluffs was also completed in 2006. This added 93 acres of rail yards and 6 miles of main line. Parts of the property are in use for carload activities; the rest will be used for future expansion and industry. Finally, on December 31, 2006, IAIS closed on the Lincoln and Southern Railroad acquisition for track between Henry and Peoria, Illinois. Completing three transactions in one year was not a small task to accomplish but all went well without major problems.
IAIS President Harry Meislahn served as IAIS first President from 1984 until 1986 when Paul Banner assumed that duty. Fred Yocum took the helm as President in 1991 until 1998. Doug Christy became President for a short term. He was succeeded in 2000 by Penn Central and ADM veteran Jon Roy, who served until his retirement in 2002. At that time, Dennis Miller was promoted to President and CEO. In March of 2012, Mr. Miller was promoted to Vice Chairman of the Board. Jerome Lipka succeeded Miller as President and CEO after four years with the company as CFO.
A two-story brick building at 800 Webster Street in Iowa City was built in 1988 to provide management of operations from a trackside location. However, its small size required that some administrative personnel be housed in other locations. In November of 2004, IAIS consolidated its offices to a new facility in Cedar Rapids that is proximate to several major customers.
Revenue load counts have grown from 48,689 in 1992 to over 100,000 in 2015, a vast difference compared to that first train with one engine and one car in 1985. While grain and grain products form the bulk of the Compan's business, carloads are increasing in coal, sand, metals and intermodal. Four ethanol and two bio-diesel plants have opened on our line since 2007. IAIS initiated piggyback service in 1985. Double-stack intermodal service commenced in 1987, with intermodal ramps in Council Bluffs and Blue Island. Using a combination of federal grant and its own funds, the Council Bluffs intermodal ramp received an upgrade in 2010. The Company also provides transloading capability at various locations along its lines.
Safety is an integral part of the Iowa Interstate's persona. The Company spends thousands of hours per year in recruiting responsible employees and in training and reinforcing safe operating practices. The Iowa Interstate has spent, and will continue to spend, considerable amounts in this regard including new employee facilities, lighting, hot box detectors, fall protection, and other equipment to further our safety culture.
The Iowa Interstste emblem on the exterior. I then took the elevator to the seventh floor.
The view of Cedar Rapids from the lunch room's window.
Noted EMD artist Tom Fawell, whose work was prevalent in the 1960's to 1970's, came out of retirement to produce this - the only General Electric illustration that he had ever done, since Iowa Interstate transitaned to General Electric locomotives from those of Electro-Motive Division.
Another version of the Iowa Interstate emblem.
Some of the conference attendees. Mr. Henry Posner III, chairman of the Iowa Interstate, welcomed us all, gave us an overview of the day's plans and one of his employees gave a safety talk. We then took the elevator to the fourth floor where our tour would continue.
A Rock Island railroad map.
Iowa Interstate emblem and the current time.
A dispatcher training a new employee.
An example of the Rock Island Railroad pictures in the office. Once this portion of the tour was finished, some took the elevator and others the stairs to exit the building and board the bus to the Dennis H. Miller Shop Building, which were built in 2010 was designed for the General Electric ESS44AC locomotive.
Iowa Interstate Hawkeye observation car and the drumhead.
The interior of the Dennis H. Miller Shop Building.
Iowa Interstate GP38-2 702.
The drop pit.
Iowa Interstate ES44AC 509, built by General Electric in 2008.
Iowa Interstate ES44AC 511, built by General Electric in 2008.
Traction motors; the one on the right from General Electric locomotive and the other from Electro-Motive Division.
Henry Posner III, discussing safety on our tour here and throughout the day.
Iowa Interstate GP38-2 702, ex. Locomotive Leasing Partners 2303, exx. Union Pcific 412, exxx. Union Pcific 1912, exxxx. EMD Leasing 744, exxxxxx. Conrail 7944, nee Penn Central 7944 built by Electro-Motive Division in 1972.
Iowa Interstate ES44AC 511 as seen from inside the shop.
The air conditioning unit to be mounted in Iowa Interate 702.
Wheel sets waiting to be installed.
A General Electric engine on the left and an Electro-Motive Division engine on the right.
The General Electric locomotive engine.
Traction motors.
Car truck frames.
A single wheel set.
Outside were more wheel sets. We then photographed the consist for today's inspection train.
Iowa Interstate business car 100 "Hawkeye", ex. KCS 1887 "Arthur E. Stilwell", exx. Midsouth "Prospector", exxx. Ontario Northland "Moosonee", exxxx. St. Louis-San Francisco 3, exxxxx St. Louis San Francisco 4, exxxxxx. St. Louis-San Francisco "Oklahoma", exxxxxxx. St. Louis-San Francisco 6, exxxxxxxx. St. Louis-San Francisco 1924, nee St. Louis-San Francisco buffet-coach 1702 built by the railroad in 1928.
Iowa Interstate dining car "Abraham Lincoln", exx. Kansas City Southern 40 "Kansas City", ex. Amtrak 8096, nee dining car Union Pacific 4812 built by American Car and Foundry in 1949.
Iowa Interstate P70R Coach 1726 ex. Austin and Texas Central 1726 "Lake Astin", nee Pennsylvania Railroad 3298 built by Standard Steel in 1926.
Iowa Interstate GP38-2 714, ex. Locomotive Leasing Partners 2322, exx. Union Pacific 1943, exxx. EMD Leasing 805, exxxx. Conral 8005, nee Penn Central 8005, built by Electro-Motive Division in 1972.
Iowa Interstate GP38-2 712, ex. Locomotive Leasing Partners 2319, exx. Union Pacific 437, exxx. Union Pacific 1937, exxxx. EMD Leasing 794, exxxxxx. Conrail l7994, nee Penn Central 7994, built by Electro-Motive Division in 1972.
Our train was ready to go east to Silvis.
Elizabeth and "Hawkeye".
Elizabeth and the author. We had both ridden this car in October 2008 during the Iowa Interstate Rail Ride for Flood Relief and were wearing our commemorative T-shirts from that occasion.
The refuelling bulding.
The sanding tower.
Cate Kratville-Wrinn, our friend and widow of Jim Wrinn, the long-time editor of Trains Magazine, who was married on a platform observation car and is very partial to them.
A $10,000 cheque was presented by Tony White, President of the NRHS to Operation Lifesaver, Iowa Interstate's non-profit organization of choice. This represented the donation of ticket sale proceeds from all who attended the 2024 Spring Conference since the railroad does not run passenger trains. Left to right: Tony White, Rachel Maleh (Executive Director of Operation Lifesaver Inc.), Eric Fogg (Board member and conference co-organizer) Mike Yuhas (conference co-organizer) and Henry Posner III (Chairman, Railroad Development Corporation).
The second photograph includes two former Operation Lifesaver representaties - Tony, who was an Operation Lifesaver presenter in Connecticut and Wesley Ross, the Operation Lifesaver State Representative for Kentucky. After this ceremony, we were allowed to board the train.
The interior of coach 1726.
Views of our journey to the Cedar River.
Our crossing of the Cedar River.
The trackage of the Cedar Rapids and Iowa City Railway.
Chicago, Rock Island and Pacfic Iowa City station built in 1898. We went to the yard and stopped for a pre-planned freieght train meet. A few minutes after we had set a photo line, the train came into sight.
Iowa Interstate ES44AC 502 built by General Electric in 2008 leading BICB - Blue Island to Council Bluffs, which was 14,400 tons and the majority of the freight cars were filled with dolomite lime from Wisconsin.
The lead engine went of sight.
The "Hawkeye" awaiting our return.
Iowa Interstate ES44AC 513, Heritage Unit, built by General Electric in 2008.
Iowa Interstate ES44AC 513 brought up the rear of the train. We reboarded and resumed our journey then when lunch time approached, boxed lunches were distributed and they were most inclusive, consisting of a hearty sandwich, three types of salads, chips and a cookie.
Views on the way to West Liberty.
Chicago, Rock Island and Pacific West Liberty station built in 1897, at Milepost 221.3.
>
Chicago, Rock Island and Pacific Atalissa station, built in 1911, at Milepost 215.9.
Curving towards the Iowa River.
Crossing the Iowa River.
Turner Locomotive and Components MDLX SW1200 751 ex. Missouri and Northern Arkansas 751, nee Kansas City Terminal 75, built by Electro-Motive Division in 1964.
Chicago, Rock Island and Pacific Wilton station built in 1898 at Milepost 207.6.
Chicago, Rock Island and Pacific 1708, built by the railroad in 1930.
NRHS members enjoying their time aboard the "Abraham Lincoln".
Views on the way to street-running in Davenport.
The street-running in Davenport, a rare occurrence these days.
Crossing over several streets on bridges.
The tracks I rode on the Grand Excursion in 2004.
Crossing the Mississippi River.
Looking back to a high railer on the other track.
Chicago, Rock Island and Paciific station built in 1902, which represents the remnants of the first terminal built west of Chicago, which made Rock Island a pivotal location for the movement of people, commodities and raw materials. In 1845, civic leaders began to plan for the construction of a railway to Rock Island. Completing the first bridge over the Mississippi River, The Rock Island Lines sped the westward expansion of the United States. This magnificent building was erected in 1901 by the Rock Island Lines Railroad to serve as the third Rock Island passenger depot. For many years, this depot was a hub of activity, with as many as 32 arrivals and departures daily, and 21 ticket agents working around the clock.
Charles S. Frost of Frost & Granger, Architects, of Chicago, designed the station. Frost was the most prolific railroad-station architect in the country, and was responsible for about 200 large and small stations for Chicago and North Western, Milwaukee Railroad, Great Northern and Rock Island railroads. The depot was constructed by Rock Island building contractor John Volk at a cost of about $75,000. As passenger trains gave way to air and highway travel, train depots became obsolete. The last scheduled passenger train left this station on May 31, 1978, and the depot was closed "permanently" in April of 1980. At the request of the City of Rock Island, the deteriorating depot was listed on the National Register of Historic Places in 1982.
Efforts to revive the classic structure failed until 1994, when the City of Rock Island purchased the property from the Iowa Interstate Railroad. The City restored the exterior in 1996, and replaced the clock tower. The entrance was returned to the southeast corner of the building. Adjacent to the depot was a deteriorated freight house, built with the same types of bricks and roof tiles as had been used on the depot. When it was demolished in 1997, itsbricks and tiles were salvaged and used as necessary for replacements on the depot renovation. In 1999, the City sold the property to Abbey Station LLC, which now operates this former depot as an elegant brunch and banquet facility.
The east end of Iowa Interstate's yard.
An Iowa Interstate truck following our train.
The truck used the crossover to get to the other side.
We left Rock Island behind.
The whistle posts for two crossings.
Williams and Company Machine Shop Number 3, a landmark in Moline, which I used as a backdrop to photograph Nickel Plate Road 2-8-4 765 during Train Festival 2009.
Approaching Interstate 74 overpass.
Moline station sign.
Milepost 289.
The old Rock Island siding.
The siding that is in use.
Catfish Charlie's, an excellent fish restaurant.
The switch where I started my new mileage to Silvis.
Milepost 175.
The Silvis Shop Complex built in 1909.
National Railway Equipment SW1001 2114, nee Korean National Railways SW1000 2114, built by Electro-Motive Division in 1969.
We proceeded through Silvis Yard.
Iowa Interstate locomotives.
The yard crew threw the switch in front of our train.
Another crew member threw this switch for our movement.
Iowa Interstate ES44AC 501 built by General Electric in 2008.
Our bus was here with Sandy, our driver, waiting for us.
Passengers detraining after a fantastic ride aboard the inspection train.
Iowa Interstate ES44AC 510 built by General Electric in 2008.
Leased power from National Railway Equipment's fleet.
Iowa Interstate passenger car and engines.
Former Amtrak baggage cars. We boarded the bus and Sandy did an excellent job of getting us to the shops; probably not a location she has ever had to drive to before.
History's Future, Railroading History of Midwest America Silvis, Illinois.
Railroading Heritage of Midwest America (RRHMA)RRHMA is a non-profit organization whose mission is to promote public understanding of the history of railroading in the Midwest. RRHMA accomplishes this goal by preserving, restoring, operating and interpreting historic locomotives and rail cars. We were founded in 1991, and since then we've become a leader in the world of historic rail preservation through various restoration and excursion efforts.
RRHMA owns a fleet of historic railroad passenger cars, built between 1945 and 1964, upgraded with the latest mechanical appliances and modern amenities that you would find in today's luxury hotels. We operate a number of rail excursions and charters every year, handling all the logistics. We also offer these services to other passenger car owners- with RRHMA running your trips, all you have to do is enjoy the adventure.
Railroading Heritage of Midwest America is a non-profit organization with a mission to promote public understanding of the history of railroading in the Midwest. RRHMA accomplishes this goal by preserving, restoring, operating, and interpreting historic locomotives and rail cars. We strive to educate the public about the importance of railroading in shaping the history of the Midwest.
RRHMA owns a fleet of historic railroad passenger cars, built between 1945 and 1964, upgraded with the latest mechanical appliances and modern amenities that you would find in today's luxury hotels. We operate several rail excursions and charters every year, handling all the logistics. We also offer these services to other passenger car ownerswith RRHMA running your trips, all you have to do is enjoy the adventure.
At Railroading Heritage, our dedicated volunteers bring an unmatched passion and depth of knowledge to our organization. During day-to-day operations, our volunteers play a vital role in maintenance, rebuilding, and restoration of vintage railroad equipment, ensuring its preservation for future generations to enjoy. When the time comes for an excursion, our volunteers step up to the challenge, meticulously attending to every detail to ensure a seamless experience for our guests as they embark on their journey. Our volunteer team is committed to ensuring the safety and enjoyment of every guest , sharing historical and fascinating details along the way, and going above and beyond to bring smiles to our guest:s faces.
The maintenance and preservation of railroad equipment, regardless of type or age, present significant challenges. At RRHMA our staff and volunteers thrive on overcoming these challenges. With decades of experience in rail reservation, we have consistently demonstrated our ability to turn ambitious mechanical visions into reality with each completed project.
The shop complex is 400.000 square feet.
Union Pacific coach "Portland Rose", nee Union Pacific 5473 built by American Car & Foundry in 1953. It was re-named "Portland Rose" in 1990 after the train Portland Rose (the rose being the decorative motif for the train), which operated between Chicago and Portland, Oregon. This car featured a radio, soda fountain, maid service, hairdresser, barber, valet and bath and remained in revenue service until 1971.
Steve Sandberg, the President and Chief Operating Officer of the Railroading Hertiage of Midwest America, welcomed all to the Silvis Shops. We were then divided into two groups and led around a portion of these cavernous shops with many photographs being taken.
A flue sheet.
Steve shows a cutting tool that one of the volunteers is using.
Union Pacific 2-10-2 5511, nee Los Angeles and Salt Lake Road 5511 built by Baldwin Locomotive Works in 1923. It is the only surviving member of its class and the only surviving Union Pacific 2-10-2 steam locomotive. The locomotive was retired in July 1962 and stored at Cheyenne, Wyoming. 5511 is in excellent cosmetic condition.
Union Pacific 3985, also known as the Challenger, is a four-cylinder simple articulated 4-6-6-4 Challenger-type steam locomotive built in July 1943 by the American Locomotive Company of Schenectady, New York, for the Union Pacific Railroad. 3985 is one of only two Challengers still in existence and the only one to have operated in excursion service.
The 3985 operated in revenue service until 1957. It was then stored in the roundhouse in Cheyenne, Wyoming, until 1975, when it was placed outdoors beside the Cheyenne depot. In March 1981, after a group of Union Pacific employees restored the locomotive to operating condition, it was placed into excursion service as part of the Union Pacific's heritage fleet and became the world's largest operational steam locomotive. Mechanical problems took it offline in 2010, after which it was stored at the Union Pacific’s Steam Shops in Cheyenne.
Because of its poor mechanical condition, 3985 was officially retired from excursion service in 2020. In April 2022, Union Pacific officials announced that the company would donate the locomotive to RRHMA, which plans to restore it to operating condition.
The cab of Union Pacific 3985.
The steam engine's flue sheet.
The tender from 4014 because the current tender on the Big Boy is 3985's tender.
Tender trucks from the Challenger.
Wheels from the tender.
Pilot truck of Union Pacific 3985.
New flues for the steam engine.
Union Pacific DD40AX 6936 built by Electro-Motive Division in 1971. It is 98 feet long, consists of two 3,300 hp engines was built exclusively for the Union Pacific Railroad as the most powerful diesel-electric locomotive models built on a single frame. Nicknamed "Centennial" to commerate the 100th anniversiray of the Transcontinental Railroad, 6936 is the last operational DDA40X. In April 2022, Union Pacific officials announced that the company would donate the locomotive to RRHMA, which plans to restore it to operating condition.
Iowa Interstate 2-10-2 6988 which worked on the Jitong Railway then was moved to Houston, Texas by the Railroad Development Corporation to test the market for modern imported steam in the United States. During summer 2011, 6988 and its sister, 7081, were modified to connect with tank car IAIS 8000 as an auxiliary water tender. For Train Festival 2011, 6988 received an "Americanization", removing some of the more Chinese features of the engine to make it closer to a standard American design. Amongst the changes were a single headlight, an American whistle, removal of the shroud around the exhaust stack and changing all red parts to black.
Southern Pacific business car "Stanford 1955, nee Southern Pacific 140 "Sunset" built by Pullman in January 1928. Inside are four bedrooms finished in walnut and mahogany, kitchen, crew quarters and observation room. It was delivered in Pullman green, but has also worn the Southern Pacific two-tone grey, simulated stainless and Union Pacific Armour Yellow.
Friends of 261 lounge car "Wisconsin Valley", ex. Amtrak caferia-lounge 3103 1980, exx. Amtrak "Le Pub" 3403 1974, nee United States Army hospital car built by St. Louis Car Company in 1953. The Friends of the 261 acquired the car in 2001, its interior was renovated in 2002 and again in 2011.
Friends of 261 5-4-8 sleeper "Minnesota River" built by Pullman-Standard in 1954 for service on the Pioneer Limited and Olympian Hiawatha. Among the last passenger cars purchased by the Milwaukee Road, it was never used in Amtrak service. It was sold to its first private owner in 1978 and was acquired by the Friends of the 261 in 2001.
Union Pacific business car 115 "Selma", nee Union Pacific 101 built by Pullman-Standard in 1912. As the now oldest car in the fleet, it was once sold to Western Pacific only to make its way back to the Union Pacific through a merger in 1982 and finally named "Selma" in 1987. In 1912, typical Pullman-built business cars cost about $35,000 and this car has an observation room, three bedrooms, a secretary's room, crew quarters, a dining room with seating for six and a kitchen.
It is named after an antebellum mansion overlooking the Mississippi River, Selma Hall, which came under Union Pacific ownership with in 1982.
Hudson Bay Railway SD50 5003, ex. National Railway Equipment Company 5468, exx. Pennsylvania Railroad 5468, nee Conrail 6820, built by Electro-Motive Division in 1986.
National Railway Equipment SW8 1250, ex. Chicago West Pullman & Southern, nee Cincinnati Union Station, built by Electro-Motive Division in 1951.
National Railway Equipment MP15 1295, built by Electro-Motive Division in 2023.
A former Milwaukee Road turntable from Bensenville, Illinois.
BNSF C40-8W 537 being painted into Santa Fe warbonnet colours.
Union Pacific coach 5486 "City of Salina" built by American Car & Foundry in 1953. Once in revenue service, it ran between Kansas City, Missouri and Salina, Kansas, as the Kansas Streamliner. Later in 1936, city names where given to these trains and this new trainset was renamed the City of Salina.
Union Pacific 44-seat 5457 "Katy Flyer, nee Union Pacific 5468 built by American Car & Foundry in 1953. It was re-named the Katy Flyer in 1993 after the Missouri-Kansas-Texas Railroad's flagship train, the Katy Flyer. With service between St. Louis and southwest Texas, the Katy Flyer raced between Galveston, Texas, and St. Louis in about 37 hours. By 1961, the train's name disappeared with the former Katy Flyer offering only coach service. All passenger service ended on June 30, 1965.
Another cheque was presented by Tony White, this time to Steve Sandberg, in the amount of $750.00 which pays for three stay bolts for Union Pacific 3985.
The actual cheque is in this picture. We reboarded the bus and started the journey back to Cedar Rapids.
Seen in the yard as we departed were Canadian Pacific GP38-2 3092 and GP38-2 3058, both built by Electro-Motive Division in 1983.
Iowa, Chicago and Eastern SD40-3 6100, ex. I&M Rail Link 209, exx. Montana Rail Link 209, nee Burlington Northern SD40 6322 built by Electro-Motive Division in 1973.
That night we went to Cheddar's Scatch Kitchen with Ed Fortuna, National Representive for Lackawanna-Wyomimg Valley Chapter and Richard Shulby, Chairman of the Advisory Council and I enjoyed a steak and Elizabeth a chicken pot pie. Once we returned to the hotel, I went back to the room while Elizabeth, Ed and Richard had very productive conversation.
5/6/2024 We arose and following our Internet duties, went to Perkins where I had French Toast and Elizabeth had French Toast with bananas and strawberries, then drove to the station in the neighbouring city of Marion.
Support from Marion residents was key to bringing the first train to Marion from Anamosa in the fall of 1864, according to a history of Marion published in an April 1886 edition of The Evening Gazette. In 1872, a track built by Marion's Sabula, Ackley & Dakota Railroad was finished in cooperation with the Chicago, Milwaukee & St. Paul company, known colloquially as the Milwaukee Road. That railroad made Marion an important station on its line between Chicago and Omaha, locating its head office there for the state of Iowa. Marion had two depots before its new Milwaukee Road depot was built by contractor Amos H. Connor of Cedar Rapids in 1888 at a cost of nearly $30,000. Still under construction were the railroad's machine shops east of town, which were to be finished in the spring of 1889. The two-story passenger depot covered half a block in the heart of Marion, located at 'the corner of Broad and Meridian streets,” now 11th Street and Sixth Avenue, according to The Gazette.
The building is of red pressed brick while the interior is finished in pine, oak and hard maple. The main part of the building is divided into two floors: on the ground floor is the ladies' and gentlemen's waiting rooms an the ticket agent's office. The superintendent had an office on the upper floor with a bay window that allowed a clear view of rail traffic. Offices for dispatchers for Kansas City and Council Bluffs rail lines also were on the second floor.
By 1899, the railroad had invested a lot of money in infrastructure in Marion, operating a 15-stall round house, repair shops, sand house, dispatcher depot, yard offices and a freight depot. The company had a payroll of $50,000 a month. Its main line between Kansas City and Marion was 302 miles, carrying two passenger trains each way every day. About 100 freight trains passed through the Marion yards daily. The yards' three switch engines were busy night and day preparing the trains for their routes. In 1900, the Milwaukee announced that its Kansas City division would move from Ottumwa to Marion. But Marion's aspirations for expanded rail service were dashed in 1918 when officials moved the roundhouse west to Atkins in Benton County. The roundhouse site later became home to Katz Salvage & Auto Parts Incorparoted.
The Gazette reported in May 1925 that Marion, population 5,100, saw 30 freight trains and 20 passenger trains every day on the main and branch lines of the Milwaukee Road. The Milwaukee and Union Pacific joined operations in 1955, setting in motion train travel between Chicago and the West Coast. The focus on Marion's Milwaukee depot inspired a photo in the Sept. 25 Gazette.The depot's three blocks of platform, from 10th to 13th streets, were expected to see a lot of use.
In 1964, the depot was recognized as one of the busiest in Iowa. Milwaukee and Union Pacific passenger and freight trains traveled east and west several times every day. The ticket office remained open 24/7. Freight service was available to nearby communities several times a week. It didn't last. The last passenger train stopped in Marion in 1971, although Amtrak trains passed through there on detours several times in 1971. The Milwaukee Road depot i Marion was predicted to become more active in 1977 as the railroad began closing and consolidating offices. But by the spring 1980, the depot was vacated when the Milwaukee went bankrupt.Disposal of the depot was 'not high on our priority list,” according to W.H. Waldman of the railroad's property management department in Chicago, but he did say the Milwaukee would not consider an offer for less than $100,000. Marion officials were interested in restoring the landmark depot. When a Seventh Avenue Mall was proposed in 1985, the Pioneer Village Commission, headed by Richard Pankey, proposed moving the depot to the 10-year-old, turn-of-the -century replica village (later known as Ushers Ferry Historic Village).
The depot's roof was moved in April, set atop hickory posts salvaged from the depot. The depot committee and volunteers cleaned 19,000 bricks from the old depot to use in the new pavilion. The project was completed by the spring
of 1989, but fundraising continued to cover costs not originally planned for, like restrooms and paying professional masons. Today, the Depot Pavilion in City Square Park is a community gathering place - and a monument to Marion's
railroad history. We drove to Amana and this time, found the station. Chicago, Milwaukee, St. Paul and Pacific Amana station built in 1883. Our attempts to locate the station in Deep River were unsuccessful then I remembered a station in Eldon. Chicago Rock Island and Pacific Eldon station built in the 1870's. Chicago, Rock Island and Pacific block signals. The display train. Santa Fe GP7 2830 rebuilt into GP7u, painted as Rock Island 1275, built by Electro-Motive Division in 1952. Members of the museum recalled working with Rock Island GP7 1275, which was well liked by engineers. To honor the unit,
the museum purchased former Santa Fe 2830, from National Railway Equipment in Silvis. It was renumbered 1275 and repainted by NRE in Rock Island's red and yellow paint scheme with whiteblock lettering, which was completed in August
2015. The employees at NRE were proud of their work, producing the first Rock Island-painted engine at the company's former Rock Island shops since the railroad shut down in 1980./P>
Chicago, Rock Island and Pacific 50 foot flatcar 91333 builder and year unknown. Alton caboose C3055 painted as Rock Island, built for the Alton on the late 1940's and its successor, Gulf Mobile and Ohio, rebuilt it as a wide vision in the 1970's. The display train from the rear. Platform used for the Keokuk and Des Moines Railroad display board. Chicago, Rock Island and Pacific Railway Roundhouse display board. The mural on the side of the Eldon Model Railroad building. This building houses the Eldon Depot Model Railroad. A railroad play yard. Mainliner Park for childern. Our final stop was in Kirksville, Missouri. Chicago, Burlington and Quincy Kirksville station built in 1905. We stopped at Colton's Steakhouse for dinner then Elizabeth drove us back to Columbia. It had been a great trip to Iowa and a unique NRHS spring conference in Cedar
Rapids.
RETURN TO THE MAIN PAGE