The Chicago Great Western Railway had it's beginning with the
charter issued on March 4, 1854, to the Minnesota and Northwestern
Railway Company. No progress was made with this charter for thirty
years, until Mr.
A.B. Stickney
acquired it and began the construction of a line from St. Paul to Lyle,
Minnesota in September 1884. The line was completed October 2, 1885,
placed into service and operation commenced. The although the located
line passed through a sparsely settled section of the country, it
tapped one of the most fertile agricultural regions of the middle west.
The early construction projects, which comprised the former Chicago
Great Western, encountered many of the same difficulties incident to
all new enterprises, but the experience and aggressive character of its
founder, Mr. A. B. Stickney, brought the road to a successful
conclusion, and it expanded rapidly under his dominate leadership.
Operation
of the first unit of the road had barely begun before the company began
the construction of the second line from Hayfield, Minnesota , to
Aiken, Illinois, a distance of 146.65 miles. These units were completed
in 1887.
The Dubuque and Northwestern Railroad Company, was
incorporated June 20 1883, in Iowa. The company constructed the line
from Dubuque to a point near Thorpe, Iowa on the Eastern Division
during 1885 and 1886. On November 30, 1886 it conveyed it's property to
the Minnesota and Northwestern Railroad Company of Minnesota. This gave
the Minnesota and Northwestern Railroad Company of Minnesota a complete
line of railroad from St. Paul to Dubuque, the line from Hayfield to
Lyle where it connected with the Illinois Central, and a line from
Sumner west to Hampton, Iowa.
During the spring of 1885,
surveyors of the Dubuque and Northwestern staked out a line from
Dubuque and passed five miles north of Dyersville. Their instructions
were to secure a short route to the Twin Cities, to compete with the
Minnesota and Northwestern building from St. Paul. The citizens of
Dyersville watched their movements closely and deliberated over visions
of the near future. The trade for a distance of fifteen miles moved to
their markets. If cut off from this territory there would be a serious
setback and depreciation in all classes of business and real estate. It
was generally understood that in order to secure the new line,
considerable influence and financial assistance were essential
requirements. A delegation of businessmen were dispatched to Dubuque to
consult with the management. Satisfactory arrangements were made at
this meeting and a contract drawn up and signed. The railroad company
was given right of way through the corporate limits of Dyersville, and
three full blocks of lots for yard purposes. All of the residences
located there were to be moved off by the town. Later a parallel street
was also vacated for the building of another business track.
Late
in the summer of 1886, the first train westbound, passed through,
laying steel. At this time through passenger trains commenced operation
from St. Paul, and were handled from Dubuque over the Illinois Central
Railway. At first to Chicago, but when the Chicago Division was
completed to Freeport, connections were made there until the tunnel at
Winston was finished. The line from Forest Park, Illinois to Aiken,
Illinois, a distance of 146.65 miles was completed in 1887.
The
Winston tunnel was located one hundred and fifty two miles west of
Chicago at a point known as Winston, Illinois. This was a brick lined
tunnel, of small cross section, approximately one half mile in length
and had a one per cent ascending grade toward the east.
Several
sections of Montana stock trains were run daily over the line from St.
Paul to Chicago, and the cowboy attendants were usually strung along
the tops of the cars. A newspaper article written at the time, states
that these cowboys, in order to while away time, would engage in
revolver practice picking off the telegraph glass insulators. Company
linemen were kept busy repairing the damage.
The mogul locomotives in service during the construction period
handled
from 25 to 30 loaded cars of 40,000 lb. capacity. They were considered
to be of large size and the trains were considered very long. The
locomotive smoke stacks were painted red, and because of this the road
was nicknamed "Red Stack," a name which it retained until later, when
the color was changed to black.
The Wisconsin, Minnesota & Pacific Railway
Company.
On May 23, 1857, the Minnesota Central Railroad
Company was
incorporated under a special act of the territory of Minnesota. The
Minnesota Central Railroad Company appears to be the first company that
had anything to do with the construction of the Chicago Great Western
branch lines, and for that reason it is mentioned first. It was
apparently not active for some years, at least so far as building any
of the Chicago Great Western lines in concerned. It's connection with
the Chicago Great Western will appear later.
Another
company which had much to do with the forming of the Chicago Great
Western was the Cannon River Improvement Company. Incorporated in the
state of Minnesota on the 16th of February, 1865, with the intent of to
constructing canals, locks, dams and generally to construct slack water
navigation from the Mississippi River via the Cannon River and the
lakes connected; then via lake Elysian to the Minnesota River near
Mankato, with the privilege of extending the same over and along such
waters as connect with the improvements. This was a very ambitious
project for those times. Like so many waterway schemes it was not
practical, and as there was already a navigable waterway to Mankato via
the Mississippi and Minnesota rivers, the people of Minnesota evidently
concluded that a railroad would be cheaper and better. On February 28,
1872, the articles of incorporation were amended to read "and also to
construct and operate a railroad under title 1 of chapter 34 to the
general statutes of the state of Minnesota of 1866."
Both the
Cannon River Improvement Company and the Minnesota Central Railroad
Company had been given land grants. On March 10, 1873, the legislature
of the state passed and approved a special act providing for the
consolidation of the franchises and land grants of the Cannon River
Improvement Company with the franchises and land grants of the
Minnesota Central Railroad Company. The consolidation was affected
December 3, 1878, and the Minnesota Central then built the line from
Red Wing to Waterville, a distance of 66 miles. This was completed in
1882 and formed the first link in the chain making up the Wisconsin
Minnesota & Pacific Railroad. The line was operated from January 1,
1883 until June 30 1884, as the Cannon Valley Division of the
Minneapolis & St. Louis Railway.
By an amendment to the
special act to incorporate the Minnesota Central Railroad Company, it's
name was changed on August 14, 1883 to the Wisconsin, Minnesota &
Pacific Railway Company. The companies next act was to extend a line
from Waterville to Mankato Minnesota, a distance of 28 miles. This was
completed in May, 1887, the line ended at a small frame passenger
station near where the Chicago Great Western engine house was later
built.
The Wisconsin Minnesota & Pacific Railway was also
active at other points, for in 1883 and 1884 it constructed a line
121.7 miles long from Morton, Minnesota to Watertown, junction, Dakota,
which was operated under a joint traffic agreement with the Minneapolis
& St. Louis Railway until January 20, 1899. Then the company went
into receivership and the property was sold under foreclosure April 4,
1894, to R.R. Cable, W.H. Trusedale, and A.E. Clark, trustees. The land
grants of this company were consolidated with the Wisconsin Minnesota
& Pacific Railway company on October 27, 1897.
While the
events noted above were taking place in the Cannon river valley, there
was activity elsewhere along what was to become the Chicago Great
Western. Now we will take a detour to see what these activities were.
February 25, 1856, the Winona and
LaCrosse
Railroad Company was incorporated under a special act of the territory
of Minnesota. Do to financial difficulties caused by the panic of 1857,
it was impossible to raise money for the construction of the line and
it was not able to develop beyond a paper railroad. The name of the
company was changed on February 29, 1872 to the Winona and Southwestern
Railway.
On April 9, 1872, the city of Winona held a special
election and voted $150,000 in bonds to aid the construction of the
road. Other towns, including Chatfield, in Winona and Fillmore counties
also voted liberal bonuses to the road. Later that year $100,000 of the
bonds were re-directed to the aide of the Green Bay, Winona, and St.
Paul Railroad which was to be completed later that year. April 16, 1872
at a incorporators meeting officers were elected, and the purchase of
maps and surveys was commissioned. In April 1873, the directors issued
stock in the amount of $67,500. At least two surveys were made, but the
panic of 1873 prevented the start of construction.
The Winona
and Southwestern Railroad charter was extended by the Minnesota
legislature in part due to the surveys done by that time. Nothing much
happened until 1887 when the company re-organized. Winona granted
another $100,000 bonus, an engineer was hired and another survey was
made. The money to build the line was borrowed from the Farmers Loan
and Trust Company of New York.
On August 11, 1888 the company
that acquired the right of way and built the railroad from Winona
around the south and west sides of Lake Winona and up the valley of
Rollingstone Creek, a distance of 21 miles, to a point in Bear Creek
valley. A depot was constructed in Minnesota City, and a grain elevator
one half mile from Rolling Stone.
The in 1889, the Winona and
Southwestern Railway Company then extended the line through a pair of
large wooden trestles over the Bear creek valley on through Altura,
Bethany and on to East Utica. Depots were built in Altura and Bethany,
and a large trestle was built just south of Bethany. (The Bethany
trestle was removed in 1962 under the supervision of D.M. Tolstead.)
The
costs were much higher than anticipated, the estimates were revised to
$35,000 per mile. The Minneapolis construction firm was unable to
complete it's contract, and the Winona South Western Improvement
Company was formed to take its place. Before the end of construction in
the 1889-90 season an interchange was installed with the Winona &
St. Peter Railroad at Utica.
In February of 1890, the
directors considered extension via one of two possible routes. The
southern route would have hone through Saratoga, Chatfield, and Spring
Valley. But, the northern route prevailed due to the fact that the
towns voted more money to aid the construction of the railroad. In June
of 1890, the construction resumed from East Utica, to St. Charles where
it crossed the Winona & St. Peter Railroad. Depots were built a
Utica and St. Charles. The line then continued west to Dover, where a
depot was built. Then the line went on to Laird, Planks's Crossing and
a crossing of the C&NW RR Eyota Junction to Chatfield branch,
through Horton, Predmore, and on to Simpson where a depot was built.
By
November, the track laying had progressed to Judge, and then with a
slight delay for grading on to Stewartville where a boxcar depot was
installed. The line then continued on at a 1/2 to 1 and 1/2 mile per
day pace south through Racine
and reached Spring Valley in late December 1890. On December 30, 1890,
the road went into operation from Winona to Spring Valley, where a
depot was constructed.
During 1891 the line was laid south south westerly to Ostrander,
on to LeRoy, McIntire, David, Little Cedar, Bucknam's Crossing, and
finally to Osage, Iowa and a connection with the Illinois Central
Railroad.
The Winona and Southwestern Railway Company acquired
the property of the Winona Osage and Southwestern Railroad Company on
October 20, 1891. The Winona Osage and Southwestern Railroad Company
had attempted the construction of a line from Osage in a southwesterly
direction, the line was 1.37 miles long, lying partly within the
village of Osage, this track was constructed in 1891, but never
operated and has since been taken up and abandoned. The grade is still
in existence.
In 1900 a new depot was built at Stewartville,
Minnesota to replace the converted box car that was used there
initially. This depot later burned to the ground in 1915, and was
replaced in 1916. The 1916 depot stood until it was torn down in 1972.
The
Winona and Southwestern Railway Company being in receivers hands, the
Winona and Western Railway Company was incorporated on October 27,
1894, and they purchased the 114 miles of main line and the seven mile
branch to Rochester.
In late August, 1901 the 130 mile long
Winona and Western Railroad Company was Acquired by the Chicago Great
Western Railroad Company. At 12 midnight, September 12, 1901, the
Winona And Western Railroad Company ceased to exist, and was replaced
by the Wisconsin, Minnisota, and Pacific Railroad Company, A Chicago
Great Western subsidiary. The Wisconsin, Minnesota, and Pacific
Railroad Company was in turn brought under the control of the Chicago
Great Western later in 1901, and subsequently absorbed in 1920.
One
of the first actions of the Chicago Great Western was to build a bridge
over the Zumbro river in Rochester, and build a extension line to
interchange with the Chicago & Northwestern Railroad, this was
completed in 1902. Also, in the same year a line was built from
Rochester to Zumbrota to link up with the recently acquired Duluth, Red
Wing, and Southern. This completed the Minnesota division's WM&P
branch line from Randolph to McIntire, Iowa.
The Duluth, Red Wing and Southern
Railroad was incorporated in the
state of Minnesota on November 2, 1886, and organized January 15, 1887.
The Duluth, Red Wing and Southern Railroad constructed the line from
Red Wing south to Zumbrota, approximately 25 miles., with a three mile
long branch line to the deposits of sewer pipe and pottery clay near
the village of Claybank. The Duluth, Red Wing and Southern Railroad, as
it's name would indicate, made extensive surveys for a railroad from
Red Wing to Duluth along the Mississippi and St. Croix rivers, but the
only line actually built was the line from Red Wing through Claybank,
Goodhue, and on to Zumbrota. This line then connected with the Chicago
and Northwestern Railroad Company at Zumbrota. Through traffic
arrangements with that road were such that trains were operated through
Red Wing to Rochester.
When the Wisconsin, Minnesota and Pacific Railway Company
(which you will recall was a new name for the Cannon Valley Line) went
into receiver's hands, a new company called the Wisconsin, Minnesota
and Pacific Railroad Company was incorporated October 27, 1897. This
company purchased the property of the Wisconsin, Minnesota and Pacific
Railway Company (aka. Cannon Valley Line) on April 30, 1901. On July 5,
1901, the Wisconsin, Minnesota and Pacific Railroad Company acquired
the property of the Duluth, Red Wing and Southern Railroad and on
September 10, 1901, acquired all of the property of the Winona and
Western Railway Company. On December 1, 1902, the Wisconsin, Minnesota,
and Pacific Railroad granted the Chicago, Milwaukee and St. Paul
trackage rights over it's line from Benning and Mankato and on the same
date contract was made for the joint tracks through Mankato and the
construction of freight and passenger terminals.
A 6.43 mile long spur known as the
Belchester line was built in 1910, from Belchester junction to
approximately one mile east of the village of Belchester to reach
additional clay deposits. The Belchester line was removed in
aproximately 1936. As of 1995, traces of the old roadbed could still be
seen in the area of Bellechester.
During the 20's, the Chicago Great
Western
established three new named passenger trains. They were the "Red Bird",
the "Blue Bird", and the "Legionaire."
The
"Red Bird" made it's first run on July 15, 1923. It had a red "English
styled" pacific steam locomotive on the point, with the rest of the
train painted red with gold trim. The "Red Bird" incorporated a unique
pullman car intended to carry up to four patients in stretchers to the
Mayo clinic in Rochester.
The "Legionnaire" made its frist run
on Janurary 16, 1925. This was an overnight train from Minneapolis /
St. Paul through Rochester to Chicago. The "Legionnaire" consisted of
standard equipment with pullman service. In 1930 it was re-named the
"Minnesotan."
The "Blue
Bird" has been said to be the first of
the streamlined trains. It consisted of three McKeen motor cars that
were re-built in the Oelwein
shops. They were painted blue with gold trim. The lead car was a 300
horse power gas-electric powered combine car re-numbered M-1000. This
car was rebuilt in 1958 at Oelwein
into a 41 ft. switcher, which spent the remaining years as the yard
switcher in Winona, Minnesota. The second car was a trailer fitted out
as a day coach. The third car was a combination parlor, club, lounge,
buffet, and sleeper, complete with a porter.
By 1921, there
were eight passenger trains a day passing through Rochester on the WMP
branch of the Chicago Great Western. Two each way between Rochester and
Kansas City; Chicago, Dodge Center , Omaha and the Twin Cities. Pullman
sleepers were available in Rochester for Chicago and Kansas City.
The first railroad company that had
anything to do with the
construction of the Mason City & Fort Dodge Railroad Company was
the Iowa Pacific Railroad Company, incorporated in Iowa, October 25,
1870. The Iowa Pacific Railroad Company purchased right of way and
built the grade for a railroad from Fayette Junction through Bremer,
Butler and Franklin Counties to Belmond in Wright County, a distance of
94 miles. The ties and rails were also laid for about 13 miles. On June
23, 1875 the Iowa Pacific Railroad Company conveyed it's broken parcels
of right of way and grading which lay between Belmond and Fort Dodge to
J.F. Duncombe and the remainder of the property was sold to Platt,
Smith and Company.
On
June 1, 1882, Duncombe and Platt, Smith and Company, conveyed all the
property extending from Belmond to Ft. dodge to the Mason City &
Fort Dodge Railroad Company. We do not understand that there was any
railroad track on this property at that time.
April 11, 1878,
the Dubuque and Dakota Railroad Company incorporated, and acquired the
unfinished railroad of the Iowa Pacific Railroad Company between
Fayette Junction and Belmond, in 1878 and 1879 the railroad from
Waverly to Hampton was completed. In 1880 the line between Sumner and
Waverly was constructed. On January 19, 1887 the line from Sumner to
Hampton was deeded to the Minnesota and Northwestern Railroad Company.
On April 18, 1905 the line from Waverly to Hampton became a part of the
Mason City & Fort Dodge Railroad Company.
The Mason City
and Fort Dodge Railroad was incorporated in Iowa, June 10, 1881 and
organized June 14, 1881. It acquired from J.F. Duncombe and Platt,
Smith and Company the right of way (as much as they held) from Belmond
to Ft. Dodge on June 1, 1882 also the broken parcels of right of way
owned by the Iowa and Minnesota Railroad Company between the same
points. The purchased or acquired the remaining right of way necessary
and built the line from Mason City to Fort Dodge, and from Fort Dodge
to Lehigh in 1886. The also acquired on June 28, 1886, the property of
the Fort Dodge Coal Company, including right of way and railroad
extending from Carbon Junction, to Coalville (afterward abandoned.)
The
connection between Manly Junction and Mason City was constructed in
1901 and 1902. This was part of a plan to build from the Twin Cities to
Omaha. Then came the larger expansion. The line from Fort Dodge to
Council Bluffs, a distance of 132.91 miles was started in August 1901,
completed November 1903 and put into operation January 1, 1904. In the
meantime, the connection between Hampton and Clarion was built in 1902.
In the meantime the Mason City and Fort Dodge Railroad Company
was incorporated June 13, 1902 for the purpose of holding title
temporarily to the properties purchased from the Chicago Great Western
Railway Company, which extended from Hampton to Waveryly and from
Hayfield to Manly Junction. This company also constructed the
connection between Oelwein and Waverly in 1902 and 1903.
The conveyance of the Hayfield-Manly line and the Oelwein-Hamptom line, 118.31 miles, was
made to the Mason
City and Fort Dodge Railroad Company on April 13, 1905.
The
Mason City and Fort Dodge Railroad acquired the lands in Omaha and
completed it's freight terminals there in 1903, 1904, and 1905.
Construction of the extension from Oelwein to Waterloo, 26.49 miles, was completed in 1887.
Construction of the Wisconsin Iowa and
Nebraska Railway, (known as "The
Old Diagonal") was begun in 1882 and completed in 1884. This line
extended from Waterloo to East Des Moines, 104.23 miles, and from Cedar
Falls Junction to Cedar Falls, 7.49 miles. In 1887, work was begun on
the line from Des Moines to St. Joseph, Missouri, 159.10 miles, and
completed in 1889.
April
11, 1878, the Dubuque and Dakota Railroad Company incorporated, and
acquired the unfinished railroad of the Iowa Pacific Railroad Company
between Fayette Junction and Belmond, in 1878 and 1879 the railroad
from Waverly to Hampton was completed. In 1880 the line between Sumner
and Waverly was constructed. On January 19, 1887 the line from Sumner
to Hampton was deeded to the Minnesota and Northwestern Railroad
Company. On April 18, 1905 the line from Waverly to Hampton became a
part of the Mason City & Fort Dodge Railroad Company.
The Mason City and Fort Dodge Railroad
was
incorporated in Iowa, June 10, 1881 and organized June 14, 1881. It
acquired from J.F. Duncombe and Platt, Smith and Company the right of
way (as much as they held) from Belmond to Ft. Dodge on June 1, 1882
also the broken parcels of right of way owned by the Iowa and Minnesota
Railroad Company between the same points. The purchased or acquired the
remaining right of way necessary and built the line from Mason City to
Fort Dodge, and from Fort Dodge to Lehigh in 1886. The also acquired on
June 28, 1886, the property of the Fort Dodge Coal Company, including
right of way and railroad extending from Carbon Junction, to Coalville
(afterward abandoned.)
With
these projects in progress the Chicago, St. Paul and Kansas City
Railway was organized, and acquired by merger, the Wisconsin Iowa and
Nebraska Railway in 1886. In 1887, these lines were further augmented
by acquiring the Minnesota and Northwestern Railway.
The
connection between Manly Junction and Mason City was constructed in
1901 and 1902. This was part of a plan to build from the Twin Cities to
Omaha. Then came the larger expansion. The line from Fort Dodge to
Council Bluffs, a distance of 132.91 miles was started in August 1901,
completed November 1903 and put into operation January 1, 1904. In the
meantime, the connection between Hampton and Clarion was built in 1902.
The Chicago Great Western Railroad
Company was organized August 11,
1909 for the sole purpose of acquiring the properties of the Chicago
Great Western Railway Company (The name was later changed back to the
Chicago Great Western Railway Company).
The
Chicago Great Western Railway Company served a most productive
territory, the most fertile of it's size the world has ever seen. It
lies in the heart of the North American continent and herein is the
world's greatest food basket. It served directly the states of
Illinois, Iowa, Kansas, Missouri, Minnesota and Nebraska. The Chicago
Great Western Railway Company had terminals at Minneapolis, St. Paul,
Omaha, Chicago, St. Joseph, Kansas City, and Des Moines. It was
unusually well situated to serve the vast territory beyond it's rails.
It touched such important cities as Dubuque, Waterloo, Marshalltown,
Des Moines, Fort Dodge, Mason City, Council Bluffs, Iowa, St. Joseph,
Missouri, Leavenworth, Kansas, and Rochester, Minnesota.
Copyright
1998,99 Tom
Tolstead
