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Chicago Great Western Railway

From Alfawiki
Chicago Great Western Railway
Company typeRailroad
IndustryTransportation
PredecessorMinnesota and Northwestern Railroad
Founded1892; 134 years ago (1892)
FounderAlpheus Beede Stickney
DefunctJuly 1, 1968 (1968-07-01)
FateMerged with Chicago and North Western Railway
SuccessorChicago and North Western Railway
Headquarters
Oelwein
,
United States
Area served
Chicago, Minneapolis, Omaha, Kansas City, Midwest United States
Key people
Alpheus Beede Stickney, William N. Deramus III, Edward Reidy
ProductsFreight and passenger rail transport

The Chicago Great Western Railway was a Class I railroad that linked the cities of Chicago, Minneapolis, Omaha, and Kansas City. Established in 1885 by businessman Alpheus Beede Stickney under the name Minnesota and Northwestern Railroad, it grew through various mergers and expansions to become the Chicago Great Western by 1892. As one of the final Class I railroads constructed, it distinguished itself from established competitors by cultivating a corporate ethos centered on innovation and operational excellence.

Referred to as the Corn Belt Route for its extensive service across the Midwest, it was also known as the Lucky Strike Road because its emblem resembled that of Lucky Strike cigarettes.

In 1968, CGW merged with the Chicago and North Western Railway (CNW), which later discontinued much of CGW’s track network.

Predecessor railroads

The origins of the Chicago Great Western date back to the 1835 charter of the Chicago, St. Charles & Mississippi Airline railroad, which never laid any track. Its rights were transferred in 1854 to the Minnesota & North Western (M&NW), which commenced building lines in 1884 from St. Paul, Minnesota to Dubuque, Iowa. In 1887, the Chicago, St. Paul & Kansas City Railroad took over M&NW. Under the direction of entrepreneur A.B. Stickney, routes expanded westward to Omaha, southward to St. Joseph, Missouri, and eastward to Chicago through the Winston Tunnel near Dubuque. The company reorganized as Chicago Great Western in 1892.

During its construction phase, powerful mogul locomotives (with a 2-6-0 wheel configuration) capable of pulling 25-30 cars were utilized—providing a significant operational edge at that time. All locomotives featured signature red smokestacks, earning CGW the nickname "Red Stack Line." This consistent branding was uncommon among U.S. railroads and helped establish its distinct market presence.

Early 20th century

The initial maintenance facilities for locomotives and freight cars were established at the original terminus in St. Paul, Minnesota, known as South Park Shops. In 1892, Oelwein, Iowa was chosen as headquarters and main repair hub due to its strategic position along the mainline. Completed in 1899, Oelwein earned the moniker "Shop City" for its comprehensive facilities, which included a two-story machine, boiler, and coach shop stretching 700 feet with 27 locomotive overhaul pits.

Following the financial crisis of 1907, financier J. P. Morgan assumed control of the railroad. By 1910, CGW introduced four self-propelled railcars from McKeen Motor Car Company, marking its initial adoption of internal combustion engines in rolling stock. That same year saw the acquisition of ten large 2-6-6-2 locomotives from Baldwin Locomotive Works. In 1912, CGW obtained an experimental battery-powered motorcar from Federal Storage Battery Car Company. By 1916, it had standardized on 2-8-2 steam locomotives into the following decade. In 1923, CGW purchased two early gasoline-powered cars from EMC (Electro-Motive Corporation). Ownership transitioned to Bremo Corporation and investors led by Patrick Joyce of Standard Steel Car Company, facilitating expanded use of self-propelled vehicles. By the end of the decade, 36 2-10-4 steam locomotives were added from Baldwin and Lima Locomotive Works.

Mid 20th century

Amid the Great Depression, CGW scaled back its activities by shutting down facilities and abandoning certain rail lines. In 1934, the company acquired its inaugural diesel-electric locomotive, a yard switcher manufactured by Westinghouse. The railroad initiated trial runs of trailer on flatcar services in 1935, which expanded across the system by 1940. After undergoing bankruptcy reorganization in 1941, CGW was purchased toward the end of the decade by a group of investors known as the Kansas City Group. A 1946 demonstration of the EMD F3 diesel locomotive led to a complete transition to diesel power by 1950. William N. Deramus III assumed the presidency in 1949, spearheading infrastructure improvements and operational enhancements such as consolidated dispatching and longer train configurations. Edward Reidy took over as president in 1957, succeeding Deramus.

Merger

Merger discussions involving Great Western and other railroads like the Chicago and Eastern Illinois Railroad and the Missouri–Kansas–Texas Railroad date back to 1946. After an unsuccessful merger attempt with the Soo Line Railroad in 1963, concerns about Great Western’s sustainability amid industry consolidation intensified among its board members. In 1965, President Reidy addressed the Interstate Commerce Commission, acknowledging that despite profitability, the company could not remain independent due to overcapacity in transportation between its primary urban centers.

With openness to consolidation, Great Western pursued a merger with the Chicago and North Western Railway (CNW), initially proposed in 1964. Despite four years of resistance from competitors, the merger was completed on July 1, 1968. At that time, CGW operated a network that moved 2,452 million ton-miles of predominantly foodstuffs, agricultural goods, lumber, and chemicals during 1967, generating revenues of $28.7 million. Following the merger, CNW discontinued most of CGW’s former rail lines.

Trail conversion

Portions of former CGW routes have been transformed into multi-use trails under the name Great Western Trail. One prominent example is a 20-mile segment extending from Des Moines, IA to Martensdale, IA, dedicated to recreational purposes. Additional trail sections are intermittently located between Villa Park and West Chicago in DuPage County and continue through Kane and DeKalb counties reaching Sycamore, Illinois. These trail conversions demonstrate effective repurposing of obsolete railroad corridors for community benefit and economic revitalization.

Passenger operations

While primarily a freight carrier, Chicago Great Western operated several named passenger trains mainly connecting Chicago with the Twin Cities. To enhance cost efficiency on less busy branch lines, the railroad employed all-electric (battery-powered) and gas-electric motorcars rather than conventional steam or diesel locomotives. Notable passenger services included:

  • Blue Bird (Minneapolis/St. Paul–Rochester)
  • Great Western Limited (Chicago–Minneapolis/St. Paul)
  • Rochester Special (Minneapolis/St. Paul–Rochester)
  • Red Bird (Minneapolis/St. Paul–Rochester)
  • Legionnaire (Chicago–Minneapolis/St. Paul)
  • Minnesotan (Chicago–Minneapolis/St. Paul)
  • Mills Cities Limited (Kansas City–Minneapolis/St. Paul)
  • Nebraska Limited (Minneapolis/St. Paul–Omaha)
  • Omaha Express (Minneapolis/St. Paul–Omaha)
  • Twin City Express (Omaha–Minneapolis/St. Paul)
  • Twin City Limited (Omaha–Minneapolis/St. Paul)
  • Maple Leaf Route (Minneapolis/St. Paul to Chicago via Rochester and other cities)

Passenger service ended on September 30, 1965, when overnight trains running between Omaha and the Twin Cities completed their final trips.

External links

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