Chicago and North Western Railway
| Company type | Private (employee-owned until 1988), then private equity owned |
|---|---|
| Industry | Railroad transportation |
| Predecessor | Chicago, St. Paul and Fond du Lac Railroad |
| Founded | June 7, 1859 |
| Defunct | April 1995 |
| Fate | Acquired by Union Pacific Railroad |
| Headquarters | Chicago , United States |
Area served | Midwestern United States (Illinois, Iowa, Minnesota, Wisconsin, Michigan's Upper Peninsula, Nebraska, South Dakota, Kansas) |
Key people | Benjamin W. Heineman (CEO from 1956) |
| Products | Freight and passenger rail transport |
| Parent | Chicago and North Western Holdings Corporation (from 1988) |
The Chicago and North Western was a Class I railroad predominantly serving the Midwestern United States. Often referred to as the "North Western", it operated an extensive network spanning over seven states until downsizing efforts in the late 1970s. Prior to 1972, when employees acquired ownership, it was officially called the Chicago and North Western Railway.
Expansion through mergers with lines such as the Chicago Great Western Railway and Minneapolis and St. Louis Railway positioned CNW among the longest railroads in the United States. By 1995, divestitures and line abandonments had trimmed its system to roughly 5,000 miles, concentrating on a principal mainline supported by regional branches. Key sales, including assets transferred to the Dakota, Minnesota and Eastern Railroad, helped streamline operations. The Union Pacific (UP) completed its acquisition of CNW in April 1995, assimilating it into its worldwide network.
1859 to 1968
Established by charter on June 7, 1859, CNW took over assets from the insolvent Chicago, St. Paul and Fond du Lac Railroad. A pivotal merger with the historic Galena and Chicago Union Railroad in 1865 laid the groundwork for its network. Subsequent acquisitions expanded CNW’s presence across Illinois, Iowa, Minnesota, Michigan’s Upper Peninsula, and neighboring states. By 1899, the railroad operated approximately 1,380 locomotives alongside nearly 50,000 freight cars.
Its principal repair facilities transitioned from Chicago’s riverfront to an expansive 240-acre site on West Kinzie Street known as the 40th Street Shops, servicing eastern divisions. Maintenance for western and northern segments was handled at shops in Clinton, Iowa, and Winona, Minnesota. In 1911, Proviso Township near Chicago became home to a major freight yard featuring a 58-stall roundhouse to support freight operations.
Mid-century changes in transportation trends led to reduced profitability. Following nine years of bankruptcy proceedings, CNW reorganized in 1944 and swiftly adopted diesel locomotives supported by comprehensive maintenance centers in Chicago. The Proviso Freight Yard remained one of the largest worldwide with capacity exceeding 224 miles of track.
Agricultural products formed the backbone of CNW’s freight business—commodities such as potatoes (with Chicago housing the country’s largest potato sheds), sugar beets, corn, and wheat—although federal agricultural policies influenced shipment volumes. While ranking sixteenth nationally in operating revenue in 1938, CNW stood eighth in passenger revenue among U.S. railroads due largely to commuter services around Chicago and its 400 streamliners that connected with Union Pacific routes.
Since acquiring majority ownership of the Chicago, St. Paul, Minneapolis and Omaha Railway (Omaha Road) in 1882, CNW leased this subsidiary starting in 1957 before fully merging it by 1972. The Omaha Road offered critical links from Wisconsin through the Twin Cities to Omaha.
In subsequent years, CNW pursued strategic acquisitions of short lines to enhance industrial access: including the Litchfield and Madison Railway (1958), which served as a bridge route near East St. Louis; as well as former interurban lines like the Des Moines and Central Iowa Railway and Fort Dodge, Des Moines and Southern Railway (1968), connecting important industrial customers such as Firestone plants and gypsum producers.
A significant acquisition took place on November 1, 1960, when CNW integrated the Minneapolis and St. Louis Railway, which connected Minneapolis with Peoria. This purchase increased traffic volume with newer equipment while reducing competition within CNW’s core market area.
1968 to 1984
On July 1, 1968, the Chicago Great Western Railway combined with the Chicago and North Western (CNW), broadening CNW’s reach across Chicago, the Twin Cities, Omaha, and Kansas City. This consolidation removed a competitor and secured valuable access to Kansas City. Led by CEO Benjamin W. Heineman, who had been at the helm of CNW and its parent company Northwest Industries since 1956, the railroad transitioned to employee ownership in 1972. This change was symbolized by the "Employee Owned" emblem, and the company was renamed the Chicago and North Western Transportation Company, while it maintained its original reporting marks (CNW).
Following the shutdown of the Chicago, Rock Island and Pacific Railroad in 1980, CNW emerged victorious in a contest against Soo Line Railroad to purchase roughly 400 miles of the "Spine Line" connecting the Twin Cities and Kansas City through Des Moines for $93 million. The Interstate Commerce Commission approved this deal in 1983. Although deferred upkeep from Rock Island’s bankruptcy necessitated significant repairs in 1984, this acquisition bolstered CNW’s presence by consolidating essential routes and prompted the abandonment of redundant Chicago Great Western tracks.
1985 to 1995
In 1985, CNW Corporation was established to hold the employee-owned shares of the Chicago and North Western Transportation Company. By 1988, Blackstone Capital Partners acquired CNW Corporation through Chicago and North Western Acquisition Corporation, shifting CNW from an employee-owned model to private equity ownership. Subsequently, Blackstone created Chicago and North Western Holdings Corporation to serve as the parent entity managing CNW’s subsidiaries.
The corporate hierarchy under Blackstone was as follows:
- Chicago and North Western Holdings Corporation
- Chicago and North Western Acquisition Corporation
- CNW Corporation
- Chicago and North Western Transportation Company
- CNW Corporation
- Chicago and North Western Acquisition Corporation
The Great Flood of 1993 disrupted multiple CNW lines across the Midwest temporarily; however, swift operational efforts enabled rapid recovery.
In February 1994, a corporate reorganization merged Chicago and North Western Acquisition Corporation with CNW Corporation into Chicago and North Western Holdings Corporation. By May that year, the original railroad designation was reinstated as Chicago and North Western Railway, while the holding company adopted a second iteration of the name Chicago and North Western Transportation Company.
The updated organizational structure consisted of:
- Chicago and North Western Transportation Company (formerly Holdings Corporation)
- Chicago and North Western Railway (formerly Transportation Company)
In April 1995, Union Pacific Corporation acquired this second incarnation of Chicago and North Western Transportation Company via its subsidiary UP Rail. Union Pacific then incorporated CNW’s operations into its network by merging UP Rail into Union Pacific Railroad and absorbing both CNW entities.
Union Pacific's post-acquisition structure included:
- UP Rail
- Chicago and North Western Transportation Company
- Chicago and North Western Railway
- Chicago and North Western Transportation Company
Additionally, a joint venture subsidiary named Western Railroad Properties, Inc. was integrated into Union Pacific during this process. This acquisition significantly expanded Union Pacific’s market share and extended its network over important Midwestern corridors.
Post-CNW
Following Union Pacific's takeover, Chicago and North Western (CNW) locomotives retained their original paint schemes for several years, with a gradual transition of some units to UP's color palette. Numerous CNW engines were updated with "patches" displaying new road numbers and reporting marks to fit into UP's fleet. Presently, only one patched locomotive remains in UP service: UP AC4400CW 6706 (formerly 8804). The locomotives CNW 8646 and 8701, famously called the "CNW Twins," were the last unpatched CNW locomotives on the UP roster until they were repainted and renumbered as 9750 and 9805 in early 2018—these were the final units lacking UP reporting marks. By 2020, unit 9750 was placed in storage, while 9805 continued active duty after a rebuild by GE/Wabtec into an AC44C6M, classified by UP as 'C44ACM'.
Several CNW locomotives have been preserved at the Illinois Railway Museum (IRM), including CNW 6847 (EMD SD40-2), CNW 7009 (EMD SD50), CNW 1518 (EMD GP7), and CNW 411 and 414 (EMD F7A). Additional units remain operational on regional railroads or within industrial settings. As of 2025, unit 6706 has yet to be repainted.
In the mid-2000s, Union Pacific introduced six "Heritage" EMD SD70ACe locomotives adorned with paint schemes honoring absorbed railroads. One notable example is UP 1995, painted in a Heritage C&NW scheme and unveiled in July 2006 at Chicago’s North Western Station—now known as Ogilvie Transportation Center—which serves as the terminus for three Metra lines operated by UP: Union Pacific West, Northwest, and North Lines. In 2020, Metra repainted METX 90 (an EMD F59PHI) into a CNW heritage livery, reflecting ongoing respect for CNW’s historical significance within UP’s network.
C&NW Tables
| C&NW + CStPM&O | CGW | M&StL | L&M | |
|---|---|---|---|---|
| 1925 | 9,866 | 1,967 | 1,217 | 28 |
| 1933 | 5,641 | 1,430 | 645 | 38 |
| 1944 | 13,609 | 3,104 | 1,503 | 89 |
| 1960 | 12,225 | 2,474 | 1,181 (merged C&NW) | (merged C&NW) |
| 1970 | 19,729 | (merged) |
| C&NW | CStPM&O | CGW | M&StL | L&M | |
|---|---|---|---|---|---|
| 1925 | 8,469 | 1,842 | 1,496 | 1,628 | 44 |
| 1956 | 7,787 | 1,616 | 1,470 | 1,397 | 44 |
| 1970 | 11,046 | ||||
| 1981 | 8,256 |
Commercial passenger and commuter service
The CNW's premier passenger offering was the Twin Cities 400, introduced in 1935 to rival the Zephyr and Hiawatha trains. Its name derived from its original schedule: covering a distance of approximately 400 miles between Chicago and Minneapolis/St. Paul in just over six and a half hours—400 minutes—making it the first high-speed service on this route. Initially operating with refurbished rolling stock, the 400 was modernized in 1939 with new streamlined cars and diesel locomotives. Other distinguished named trains included the Ashland Limited, Duluth-Superior Limited, and North Western Limited. The "400" brand extended to multiple services such as the Flambeau 400, Minnesota 400, and Kate Shelley 400. Intercity passenger operations ceased in 1971 upon Amtrak's establishment.
Amtrak acquired a dozen bilevel railcars from CNW painted in its Phase III livery; these cars have since been retired from service.
CNW also collaborated with Union Pacific and Southern Pacific to operate long-distance trains including the Overland Limited, City of Los Angeles, and City of San Francisco between roughly 1889 and 1955. Due to deteriorating track conditions on CNW routes near Chicago later on, operations shifted to Milwaukee Road tracks.
Innovation marked CNW’s commuter rail services in Chicago; it was among the first railroads to introduce control cars enabling push-pull operation in 1960 and an early adopter of Head End Power (HEP) systems to provide onboard electrical power—now a standard industry practice across U.S. railroads.
Three principal commuter lines departed from North Western Station: the West Line heading toward Geneva; the Northwest Line extending to Harvard; and the North Line running to Kenosha. Additional branches served Williams Bay, St. Charles, Aurora, Freeport, and Crystal Lake. A fourth line operated along the KD Line until its discontinuation in 1939.
In 1974, commuter rail responsibilities transitioned to the Regional Transportation Authority (RTA), which rebranded as Metra in 1984. Under a purchase-of-service agreement, CNW continued managing these lines’ operations and right-of-way maintenance.
Currently, all three former CNW commuter routes remain operational under Metra’s system with Union Pacific contracted for service provision. The Geneva line has been extended to Elburn. Over time, multiple branches including those to Williams Bay, St. Charles, Aurora, Freeport experienced service reductions due to declining ridership.
In a move announced in 2023, Union Pacific agreed to transfer direct operation of Metra trains on ex-CNW lines to Metra itself by May of 2025. This change aims to simplify service delivery without impacting passengers; however, UP will maintain ownership and upkeep of these former CNW corridors radiating from Chicago.
Brief steam excursion initiative
By 1981, during the early 1980s economic downturn and as Milwaukee Road faced bankruptcy, public sentiment toward railroads around Milwaukee had deteriorated. To enhance public awareness and convey financial stability, Wisconsin Division Manager Chris Burger led C&NW’s management in proposing a steam excursion program utilizing locomotive No. 1385 from the Mid-Continent Railway Museum. Due to budget limitations, President James R. Wolfe authorized only a modest scope for the initiative.
The May 1982 Prosperity Special steam excursion showcased C&NW’s upgraded locomotives and rolling stock. Its favorable reception prompted further tours throughout Wisconsin, Minnesota, Iowa, and Illinois, occasionally operating over Milwaukee Road and Burlington Northern tracks via trackage rights. The program’s final steam tour took place in 1987 during Chicago’s centennial celebrations; however, an industry-wide insurance crisis coupled with leadership shifts brought the excursions to a close.
Operations
C&NW distinguished itself by running left-hand traffic on double-track mainlines, contrasting with the typical right-hand running used by most American railroads. This practice originated from station platforms positioned on the left side of single-track lines approaching Chicago; when a second track was added opposite these stations, left-hand running was maintained to avoid costly station modifications.
Between the 1920s and 1940s, the railroad installed numerous Western Railroad Supply Company wigwag signals at crossings, notably including the distinctive Center Harp shorties. Although deemed obsolete by the Federal Railroad Administration in 1949, many of these signals remained operational into the 1970s; a few examples still exist on Wisconsin routes transferred to other operators. Over time, parts scarcity and road improvements have led to their gradual removal.
C&NW managed what was once considered the nation’s largest "potato yard" at its Chicago Wood Street yards—an essential center for produce dealers and brokers trading potatoes and various vegetables sourced nationwide—highlighting its significance in agricultural freight transportation.
Logo
The railroad adopted its signature "ball and bar" emblem in 1891, which experienced several textual revisions during its 104-year use:
- The North Western Line (1891–1902)
- Chicago & North Western Line (1902–1944)
- Chicago & North Western System (1944–1957)
- Chicago & North Western Railway (1957–1971)
- North Western: Employee Owned (1971–1982)
- Chicago & North Western System (1982–1995)
Recycled rolling stock
C&NW commonly acquired used equipment, with its maintenance teams prioritizing cost-saving measures. This approach earned it nicknames such as "Cheap and Nothing Wasted," reflecting a business philosophy centered on operational frugality.
Rail trails
Numerous former CNW corridors have been transformed into rail trails, fostering recreation and community growth in their regions:
- Wisconsin’s Elroy-Sparta State Trail, a pioneering 32.5-mile path established from a 1965 line abandonment.
- The 400 State Trail connecting Reedsburg to Elroy along a former mainline route.
- Madison’s Cannonball Bike Path spans 5 miles on the old "Ridgerunner line," linking with other trails at the "Velo Underround" junction.
- Nebraska’s Cowboy Trail is planned to stretch 321 miles upon completion, tracing an abandoned CNW corridor between Chadron and Norfolk.
- Additional Wisconsin trails include the Glacial River Trail (Milton to Fort Atkinson), Military Ridge State Trail (Fitchburg to Dodgeville), Peace Trail (Janesville to Beloit), Three Eagles Trail (near Eagle River), Wild Rivers Trail (Rice Lake to Superior), and Glacial Drumlin State Trail (Madison to Milwaukee).
- In Illinois, the Sangamon Valley Trail follows former St. Louis, Peoria and North Western Railway right-of-way—part of CNW’s heritage—crossing several counties near Springfield.
- The Great Western Trail covers 17 miles from Forest Park to St. Charles on an abandoned Chicago Great Western Railroad line.
- Iowa’s Three Rivers Trail extends 33 miles west of Eagle Grove along a former rail corridor featuring bridges and rest stops.
These trail conversions underscore CNW’s enduring influence on regional infrastructure and community connectivity well beyond its operational tenure.
Distinguished personnel
- Silas B. Cobb, industrialist and philanthropist from Chicago, formerly on the C&NW board
- Clarence Darrow, attorney who served as Chief Counsel for C&NW
- Albert Hammond, member of the Wisconsin State Assembly
- Fred H. Hildebrandt, U.S. Representative representing South Dakota
- Charles Ingalls, resident of De Smet, South Dakota (1879–1880) and father of Laura Ingalls Wilder
- Carl Ingold Jacobson, Los Angeles City Council representative (1925–1933)
- William B. Ogden, Chicago’s inaugural mayor
- Marvin Hughitt, inaugural president of Chicago and North Western Railway
- Merritt Clarke Ring, attorney and political figure from Neillsville, Wisconsin
- Abe Saperstein, creator of the Harlem Globetrotters basketball team
- Kate Shelley, celebrated railroad heroine
- Perry H. Smith, businessman and political figure in Chicago
- George Gilbert Swain, political leader from Delton, Wisconsin
Surviving rolling stock
A number of Chicago and North Western locomotives continue to operate on other railroads such as Union Pacific, while earlier models have been conserved in museums, parks, or function on heritage railways. Numerous Union Pacific engines have been repainted, with some showing remnants of C&NW logos beneath Union Pacific emblems.
Steam locomotives
- Pioneer (4-2-0), exhibited at the Chicago History Museum
- #274 (4-4-0), showcased at the National Museum of Transportation in St. Louis
- #1015 (Class D, 4-4-2), displayed at the National Museum of Transportation
- #444 (Class R-1, 4-6-0), on exhibit at the Forney Transportation Museum in Denver
- #1385 (Class R-1, 4-6-0), undergoing restoration at Mid-Continent Railway Museum, Wisconsin
- #175 (Class R-1, 4-6-0), being restored at Steam Railroading Institute in Michigan
- #279 (3 ft gauge, 2-6-0), displayed at Pioche Town Park in Nevada
- #100 (2 ft gauge, 0-4-0 tank locomotive), privately held in Watertown, New York
Diesel locomotives
- #411 (EMD F7A), operational at Illinois Railway Museum in Union, Illinois
- Metra #308 (EMD F7A), active at Illinois Railway Museum, retaining Metra paint; originally CNW 4083C/414
- #515 (EMD E8A), functional at Illinois Railway Museum with Iowa Pacific colors
- #1518 (EMD GP7), first EMD General Purpose diesel constructed, in operation at Illinois Railway Museum
- #1689 (ALCO RSD5), operational at Illinois Railway Museum
- #4160 (RI #4506) (EMD GP7R), running at Illinois Railway Museum
- #6847 (EMD SD40-2), active at Illinois Railway Museum
- #7009 (EMD SD50), earliest preserved SD50 model, operational at Illinois Railway Museum
Passenger cars
- #440 (Pullman business car) preserved at Mid-Continent Railway Museum
- #7409 (Pullman combination car) housed at Mid-Continent Railway Museum
- #7721 (Commuter Combine) located at Oklahoma Railway Museum in Oklahoma City
- Bi-Level coaches displayed at Lake Superior Railroad Museum in Duluth, Minnesota
Chicago and North Western Historical Society
Established in 1973 by railway enthusiasts, the Chicago and North Western Historical Society is dedicated to safeguarding the heritage of the Chicago and North Western Railway. It advances this purpose through its quarterly magazine North Western Lines, preservation efforts of railroad memorabilia, and an Annual Meet that serves as a valuable resource for historians and industry professionals alike.
See also
- Southern Pacific Transportation Company
- Chicago, Burlington and Quincy Railroad
- Illinois and Midland Railroad
- Milwaukee Road
- Nickel Plate Road