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Chicago, Burlington and Quincy Railroad

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Chicago, Burlington and Quincy Railroad
Company typeRailroad
IndustryRail transport
Founded1848
FounderJohn Murray Forbes, James Frederick Joy
Defunct1970
FateMerged to form Burlington Northern Railroad
Headquarters
Chicago
,
United States
Area served
Midwestern United States, Western United States, Texas
Key people
John Murray Forbes, James Frederick Joy, Charles Elliott Perkins, Ralph Budd, Harry C. Murphy, Louis W. Menk, William John Quinn
ProductsFreight and passenger rail transport

The Chicago, Burlington and Quincy Railroad (CBQ), often referred to as the Burlington Route or simply The Q, was a prominent rail carrier operating throughout the Midwestern United States. Established by influential entrepreneurs such as John Murray Forbes and James Frederick Joy, the railroad controlled a vast network spanning states including Colorado, Illinois, Iowa, among others. Its principal operational centers were located in Chicago, Minneapolis–Saint Paul, St. Louis, Kansas City, and Denver. To broaden its reach and increase market penetration, CB&Q utilized subsidiaries like the Colorado and Southern Railway and the Fort Worth and Denver Railway, extending its services into Texas.

In 1967, CB&Q reported revenue freight totaling 19,565 million net ton-miles alongside 723 million passenger miles. The freight and passenger volumes of its subsidiaries, C&S and FW&D, further augmented these figures, collectively managing thousands of route-miles. This extensive scale underpinned robust financial results leading to the 1970 merger with the Northern Pacific Railway and the Great Northern Railway, culminating in the creation of the unified Burlington Northern Railroad. This consolidation significantly strengthened the company’s market position by broadening its network and enhancing operational efficiencies within the rail industry.

1848–1882

The earliest forerunner of the Chicago, Burlington and Quincy Railroad was the Aurora Branch Railroad, chartered on October 2, 1848, by residents of Aurora and Batavia, Illinois. Their goal was to obtain rail connectivity after the Galena and Chicago Union Railroad prioritized West Chicago. The Aurora Branch linked Aurora with Turner Junction (present-day West Chicago) through leased rolling stock, facilitating passenger and freight service into Chicago over G&CU lines. Due to revenue-sharing requirements imposed by G&CU, planning commenced in the mid-1850s for a direct line into Chicago.

By 1864, a newly constructed route from Aurora passed through Naperville, Lisle, Downers Grove, Hinsdale, Berwyn, reaching Chicago to serve both passengers and freight. This corridor established regular commuter services that persist today under BNSF Railway's operation. The company was renamed Chicago and Aurora Railroad in 1852 with expanded authority to extend northward; this northern extension reached Mendota by 1853. In 1854, an amendment rebranded it as Chicago and Southwestern Railroad with permission to construct eastward to Chicago via Naperville; however, this plan was never realized and was rescinded in 1855 when the firm reorganized as the Chicago, Burlington and Quincy Railroad (CB&Q). This restructuring merged multiple lines including the Central Military Tract and Northern Cross Railroads.

Through consistent acquisition of locomotives, rolling stock, and track infrastructure, CB&Q entered commercial markets by 1862. Remarkably, it maintained uninterrupted dividend payments without incurring debt or loan defaults—an uncommon achievement among Class I railroads in the United States.

Following substantial expansion efforts, CB&Q reached its namesake cities—Burlington in Iowa and Quincy in Illinois—by 1856. By 1868, it had completed Mississippi River bridges at both locations, linking with the Burlington and Missouri River Railroad (B&MR) in Iowa and the Hannibal & St. Joseph Railroad in Missouri—critical connections for mail services including those used by the Pony Express.

The B&MR operated as a separate company extending westward into Nebraska beginning in 1869, arriving at Lincoln in 1870 and Kearney by 1872. That same year it was incorporated into CB&Q’s Iowa operations; CB&Q also acquired the Nebraska segment of B&MR in 1872 and continued extending tracks westward to Denver by 1882.

Initial repair facilities were set up in Chicago; however, major shops for locomotive and car construction opened in Aurora in 1855. Additional maintenance centers were later established at Galesburg (Illinois), Hannibal (Missouri), West Burlington and Creston (Iowa), as well as Denver (Colorado). The Denver shops, finalized in 1922, represented CB&Q’s last major steam-era maintenance complex.

1882–1901

Following the Civil War, Burlington experienced swift growth largely due to effective financial oversight by Boston financier John Murray Forbes and the leadership of administrator Charles Elliott Perkins. As president from 1881 until 1901, Perkins organized previously fragmented affiliates, nearly tripling the railroad's size while boosting its market presence.

Perkins sought to incorporate Burlington into a coast-to-coast rail system. Although the line extended to Denver and Billings, Montana, it did not achieve early expansion to the Pacific Coast. When E. H. Harriman of Union Pacific Railroad proposed collaboration, Perkins instead chose to partner with James J. Hill’s Great Northern Railway, capitalizing on the strategic Twin Cities corridor between St. Paul (Hill’s base) and Chicago. Hill agreed to purchase shares at Perkins' $200 per share valuation, and by 1900, control of nearly all Burlington stock was held by Hill’s Great Northern and the Northern Pacific Railway.

By 1899, Burlington's inventory included 1,205 locomotives, 936 passenger cars, and 40,720 freight cars, demonstrating its extensive operational capacity.

In 1901, Harriman attempted a stock acquisition of Northern Pacific to gain indirect control over Burlington, prompting defensive actions from Hill that culminated in the formation of the Northern Securities Company. This entity became a significant case in U.S. antitrust history following a Supreme Court decision.

Burlington strike of 1888

The most notable labor conflict in Burlington’s history was the 1888 strike initiated by skilled engineers and firemen, directly challenging management’s authority. Although settling could have reduced costs, President Perkins prioritized maintaining control over union influence. The strike endured for ten months and ended in union defeat but resulted in high expenses due to hiring strikebreakers and legal proceedings, weakening the company financially just before the economic downturn of 1893.

1901–1945

After the Great Northern and Northern Pacific acquired Burlington, expansion efforts intensified. In 1908, CB&Q acquired both the Colorado and Southern Railway and Fort Worth and Denver Railway, extending its reach southward to Dallas as well as Gulf ports in Houston and Galveston. Additionally, a new route was established from Concord, Illinois to Paducah, Kentucky, broadening its influence in the Mississippi Valley region. By the 1920s, CB&Q operated over 12,000 miles of track across 14 states—its largest network footprint. The Great Depression led the company to retire excess equipment amid falling demand.

In 1929, CB&Q created the subsidiary Burlington Transportation Company to run intercity bus services that complemented its rail operations. On January 1, 1932, former Great Northern Railroad president Ralph Budd assumed CB&Q leadership during a period of declining passenger numbers. Budd championed innovation by commissioning a streamlined stainless-steel train that became known as the Zephyrs. Although initial investments in internal combustion engines date back to 1897, early models were unreliable. At that time, diesel engines were too large and impractical for locomotive use.

The railroad acquired "doodlebug" gas-electric combine cars from Electro-Motive Corporation (EMC) and developed similar units internally to replace steam locomotives on lighter traffic routes. Following successful trials with distillate-fueled switchers from General Electric, Budd partnered with Winton Engine Company to create a dependable diesel engine suitable for continuous operation. This collaboration produced the Winton 8-201A engine that powered the Burlington Zephyr during its record-setting run in 1934 and laid groundwork for Electro-Motive’s future diesel locomotive engines.

In 1936, CB&Q helped establish the Trailways Transportation System, continuing intercity bus services today under the name Burlington Trailways. The final steam locomotives were produced in 1940 with completion of the O-5A class at West Burlington shops. That year saw freight volume reach 31 million tons, reducing immediate locomotive procurement needs. During World War II, freight tonnage surged to 49 million tons in 1942 and peaked at 57 million tons by 1944. Ralph Budd served as President Roosevelt’s federal transportation commissioner during this period, positioning CB&Q to effectively support wartime logistics. In 1943, the War Production Board authorized EMC to manufacture sixteen FT diesel locomotives for delivery in 1944—a significant enhancement of CB&Q’s freight capabilities.

1945–1970

Following the conclusion of World War II, CB&Q allocated $140 million toward acquiring diesel locomotives from EMD to update its fleet. Ralph Budd stepped down as president on August 31, 1949, with Harry C. Murphy succeeding him in the role. By September 1952, the railroad had completed the transition of passenger services to diesel power, reallocating remaining steam engines primarily to freight and yard operations. The Beardstown Division was the final segment to undergo this change, ceasing steam locomotive use in January 1959.

Harry Murphy retired from the presidency on July 1, 1965, and Louis W. Menk—previously president of the Frisco Railway—assumed leadership as both president and CEO of CB&Q. Menk prioritized cutting passenger service expenses and reorganizing freight operations in response to a downturn in rail travel demand. In late 1966, Menk took on the presidency of Northern Pacific Railroad, leaving William John Quinn at the helm of CB&Q.

Amid widespread financial pressures within the rail industry during the 1960s, CB&Q merged with Great Northern, Northern Pacific, and Spokane, Portland and Seattle railroads on March 2, 1970, forming Burlington Northern Railroad (BN). Louis Menk became BN’s inaugural president and CEO. This consolidation set the stage for a future merger between BN and Santa Fe, which created BNSF Railway. Most passenger routes transitioned to Amtrak control in 1971.

Steam program

Beginning in the summer of 1955, CB&Q began hosting occasional steam-powered excursion trains aimed at rail enthusiasts, recognizing a niche market for steam locomotive experiences. Harry C. Murphy, an executive with a strong interest in steam engines, expanded these excursions through the late 1950s into the early 1960s. By 1961, only two of the original 21 steam locomotives involved remained operational: numbers 4960 and 5632. In 1962, the passenger department initiated sponsorship of excursions featuring discounted tickets and organized special school train events to stimulate ridership.

By 1964, increasing operational costs coupled with a shortage of qualified mechanics caused a decline in steam excursion activities. Despite continued public enthusiasm and Murphy’s dedication to the program, his successor Louis Menk discontinued steam excursions by August 1, 1966. The last journey under this program was led by locomotive No. 4960 on July 17, marking the conclusion of this specialized offering.

The Burlington Zephyrs

CB&Q’s premier product line featured the renowned Zephyrs, a fleet of streamlined diesel-electric passenger trains that represented cutting-edge advancements within the rail sector. The Pioneer Zephyr, introduced in 1934 with its famous "dawn-to-dusk" run from Denver to Chicago, was a pioneering diesel streamliner that became central to CB&Q’s branding: "Way of the Zephyrs." While these trains enhanced brand visibility and market positioning, they did not significantly halt declines in passenger numbers; most were phased out prior to Amtrak’s formation.

Prominent Zephyr routes included:

  • Pioneer Zephyr (Lincoln–Omaha–Kansas City)
  • Twin Cities Zephyr (Chicago–Minneapolis-St. Paul)
  • Denver Zephyr (Chicago–Denver)
  • Nebraska Zephyr (Chicago–Lincoln)
  • California Zephyr (Chicago–Oakland), operated jointly with Denver and Rio Grande Western Railroad and Western Pacific Railroad

Additional named passenger trains broadened CB&Q’s regional reach and often operated in cooperation with other railroads such as Northern Pacific Railway and Great Northern Railway. Noteworthy services comprised:

  • Aristocrat (Chicago–Denver), successor to the Colorado Limited
  • American Royal (Chicago–Kansas City)
  • Buffalo Bill (seasonal service between Denver and Yellowstone)
  • Exposition Flyer (Chicago–Oakland), predecessor to the California Zephyr
  • Empire Builder, operated by Great Northern Railway between Chicago and Minneapolis
  • North Coast Limited, flagship service of Northern Pacific Railway

The California Zephyr endures as a significant legacy route today, running daily under Amtrak as trains Five and Six. The contemporary Illinois Zephyr continues service on lines formerly served by Kansas City Zephyr and American Royal Zephyr trains, preserving historical brand identity within current passenger rail offerings.

Preserved locomotives

A significant number of Burlington locomotives have been saved, including two Zephyr power units, thirty-five steam engines, and thirty-four diesel units.

  • Pioneer (4-2-0) – Constructed by Baldwin in 1837, this was Chicago’s first steam locomotive and the oldest in Burlington’s collection. It is exhibited at the Chicago History Museum without its tender.
  • 35 (A-2 4-4-0) – Displayed at the 1933 Chicago World’s Fair, the 1939 New York World’s Fair (as Union Pacific 119), and the 1948 Chicago Railroad Fair. Presently housed at Patee House Museum in St. Joseph, Missouri.
  • 114 (GE U28B) – Painted to represent Transkentucky Transportation Railroad 260; currently awaiting restoration at the Illinois Railway Museum in Union, Illinois.
  • 504 (EMD SD24) – In operational condition for tourist excursions at Illinois Railway Museum.
  • 637 (K-2 4-6-0) – Utilized during Burlington excursion trains in the mid-1950s; now on display at Illinois Railway Museum.
  • 710 (K-4 4-6-0) – Exhibited at Iron Horse Park located in Lincoln, Nebraska.
  • 1548 (G-3 0-6-0) – The sole surviving Burlington 0-6-0 locomotive; displayed behind Quaker Square in Akron, Ohio.
  • 3001, 3003, 3006, 3007 (S-4 4-6-4 series) – Various static exhibits located in Ottumwa, Iowa; Burlington, Iowa; Galesburg, Illinois; and Illinois Railway Museum.
  • 4000 Æolus (S-4a 4-6-4) – Initially streamlined as a backup for Zephyr units during emergencies; streamlining was removed during World War II. Currently shown at Copeland Park in La Crosse, Wisconsin.
  • 4960 (O-1a 2-8-2) – Played a central role in Burlington’s steam excursion program during the 1960s; presently operational on tourist routes of the Grand Canyon Railway.
  • 4963 (O-1a 2-8-2) – On static display at Illinois Railway Museum since 1991.
  • 4978 (O-1a 2-8-2) – Exhibited near Mendota station in Mendota, Illinois.
  • 4994 (O-1a 2-8-2) – Displayed as Fort Worth and Denver 401 at Texas Tech University in Lubbock, Texas.
  • 5614 (O-5B 4-8-4) – Exhibited at Patee Park in St. Joseph.
  • 5629 (O-5B 4-8-4) – Displayed at Colorado Railroad Museum located in Golden, Colorado.
  • 5631 and 5633 (O-5A 4-8-4) – Static displays found in Sheridan and Douglas, Wyoming respectively.
  • 9146 (EMD SW1) – Operational and running as Northern States Power Company 4 at Gopher State Railway Museum in New Prague, Minnesota.
  • 9255 (EMD SW7) – Functional and based at Illinois Railway Museum.
  • 9903 Injun Joe (Mark Twain Zephyr power unit) – Currently undergoing restoration by Wisconsin Great Northern Railroad in Trego, Wisconsin.
  • 9908 Silver Charger (General Pershing Zephyr power unit) – Exhibited at National Museum of Transportation in St. Louis.
  • 9911A Silver Pilot (EMC E5A) – Active for excursion service at Illinois Railway Museum.
  • 9976 (EMD E9AM) – Under restoration at Illinois Railway Museum.
  • 9989A (EMD E9A) – Operational as Burlington Northern 3 within Illinois Railway Museum.

The original Pioneer Zephyr trainset is showcased inside Chicago’s Museum of Science and Industry near its main entrance.

Note: Locomotive number 5632 (O-5B 4-8-4), although initially preserved, was eventually scrapped.

Innovations

The Burlington Railroad was a trailblazer in rail industry advancements, debuting technologies such as the printing telegraph in 1910, train radio communication systems by 1915, streamlined diesel-powered passenger locomotives in 1934, and the introduction of vista-dome coaches in 1945. By 1927, it was among the earliest adopters of Centralized Traffic Control (CTC), having implemented this system across of its rail lines by 1957. The railroad also significantly contributed to the adoption of air brake systems specifically for freight operations.

Its Cicero Avenue Yard located in Chicago was notable for having one of the first hump classification yards, which allowed for remote control of switches and continuous sorting of railcars. Furthermore, Burlington demonstrated its dedication to freight innovation by testing the twin cylinder car.

Cities platted by the Chicago, Burlington and Quincy Railroad

See also

References

Further reading

  • Black, Paul V. "The Development of Management Personnel Policies on the Burlington Railroad, 1860–1900" (PhD dissertation, University of Wisconsin – Madison, 1972).
  • Black, Paul V. "Reluctant Paternalism: Employee Relief Activities of the Chicago, Burlington & Quincy Railroad in the 19th Century." Business and Economic History (1977): 120–134. online
  • Bryant, Keith L. Jr., ed. Encyclopedia of American Business History and Biography, Railroads in the Twentieth Century (New York: Facts on File, 1990).
  • Frey, Robert L., ed. Encyclopedia of American Business History and Biography, Railroads in the Nineteenth Century (New York: Facts on File, 1988).
  • Hidy, Ralph W., et al. The Great Northern Railway, A History (Boston: Harvard Business School Press, 1988).
  • Jones, C. Clyde. "The Burlington Railroad and Agricultural Policy in the 1920s." Agricultural History 31.4 (1957): 67–74.
  • Kinbacher, Kurt E., and William G. Thomas. "Shaping Nebraska: An Analysis of Railroad and Land Sales, 1870–1880." Great Plains Quarterly 28.3 (2008): 191–207. online
  • Klein, Maury. The Life and Legend of E.H. Harriman (Chapel Hill: University of North Carolina Press, 2000).
  • Larson, John L. Bonds of Enterprise: John Murray Forbes and Western Development in America's Railway Age, expanded edition (Iowa City: University of Iowa Press, 2001).
  • Martin, Albro. James J. Hill and the Opening of the Northwest (New York: Oxford University Press, 1976).
  • Miller, George H. "Chicago, Burlington and Quincy Railroad Company v. Iowa." Iowa Journal of History 54.4 (1956). online
  • Newton, A.W. "Early History of the Chicago, Burlington & Quincy Railroad in Illinois." The Railway and Locomotive Historical Society Bulletin 74 (1948): 7–22.

External links

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