CRI&P, the Rock Island?
It was a bit roundabout, but the Wabash did offer service via Decatur, IL, Brunswick, MO, and Shenandoah, IA. Growing up in Iowa, I remember reading there were seven lines connecting to the Union Pacific at Council Bluffs/Omaha.
Wabash reached Council Bluffs, today is a hiking trail. Chicago Great Western reached Council Bluffs, today part gone, part BNSF branch. Missouri Pacific (Chicago & Eastern Illinois) reached South Omaha (transfer runs to Council Bluffs?), today is UP's Fall City Subdivision. Fastest depends...freight or passenger? I'll guess CB&Q was fastest freight due to alignment across south Iowa, relatively flat compared to the middle/northern Iowa routes. Passenger, I suspect Milwaukee Road and Chicago North Western close, both jointly operating with UP.
In my memory, through passenger service (without change of trains) was CB&Q, CNW, CNStP&P, CRI&P, IC only. When did the C&GW end passenger service on its route? Did it last until it was absorbed by the CNW? Of the five I listed as having service, I think the IC quit first. When? Did the MP-C&EI route ever have through passenger service? Or the Wabash?
Note that in the "Golden Age" the western connection at Omaha was not just the UP. The Rock continued to Denver and Colorado Springs and the Bulington actually went beyond Denver by ownership of the narrow gauge Denver South Park and Pacific. From Denver west there was of course the D&RGW-WP route to the West Coast, and for a time the Colorado Midland from Colorado Springs to Grand Junction.
CGW passenger service:
My oldest Official Guide is September, 1951. By that time, one section of the CGW Chicago-Omaha main (Oelwein to Clarion), was already listed as freight-only.
CGW's last scheduled varnish was the Twin Cities-to-Omaha run, which survived until 1965.
EDIT: According to Grant's Corn Belt Route, the last run on the Oelwein-Clarion leg was a McKeen motor car in 1950. I still don't know when CGW's last through passenger train ran between Chicago and Omaha.
The IC RR was the first to drop Omaha passenger service in 1939. they realized they could not compete with the other roads. I rode the CGW from Omaha to Eagle Grove Iowa, Thier service ended in September 30 1965. A side mote to this post was that all of the trains from Chicago used the the Mail Transferdock in Council Bluffs. Sacks were transfered or cars set out and then taken to Omaha to connect with Union Pacific trains 5 and 7, which were dedicated mail trains. The same was true for eastbound trains they also stopped ant transfered mai and mail cars to Chicago and points east Larry
Yep thats right the section from the Iowan was cut off at Fort Dodge I think. The IC Had at one time two passeger trains to Sioux City The Iowan and the Hawleye was service to and from Chicago. The Land of Corn I think lasted until Amtrak but I could be wring It was from Chicagp to Waterloo and I think later cut back to Dueguce sorry I cant spell today LOL
rrantoul Wabash reached Council Bluffs, today is a hiking trail. Chicago Great Western reached Council Bluffs, today part gone, part BNSF branch. Missouri Pacific (Chicago & Eastern Illinois) reached South Omaha (transfer runs to Council Bluffs?), today is UP's Fall City Subdivision. Fastest depends...freight or passenger? I'll guess CB&Q was fastest freight due to alignment across south Iowa, relatively flat compared to the middle/northern Iowa routes. Passenger, I suspect Milwaukee Road and Chicago North Western close, both jointly operating with UP.
The remnant of the CGW still in use is used by the Iowa Interstate RR. The Rock Island did a line change in western Iowa in the early 1950s. Part of this change was using rights over the CGW for about a dozen or so miles. The original RI main line was close to the Milwaukee Road line as far as Neola, IA where it crossed.
The Milwaukee Road line is the one that is now a BNSF branch line. When the MILW originally abandoned service in 1980, a shipper's group ended up buying the line and BN, then BNSF operated it. A few years ago BNSF bought the line outright from them.
Jeff
garylaCGW passenger service: My oldest Official Guide is September, 1951. By that time, one section of the CGW Chicago-Omaha main (Oelwein to Clarion), was already listed as freight-only. CGW's last scheduled varnish was the Twin Cities-to-Omaha run, which survived until 1965. EDIT: According to Grant's Corn Belt Route, the last run on the Oelwein-Clarion leg was a McKeen motor car in 1950. I still don't know when CGW's last through passenger train ran between Chicago and Omaha.
Of all the Chicago-Omaha lines, the CGW had the weakest offering. Through Chicago-Omaha service existed from the early 1900's. For a while those trains were even named: Chicago Limited, Chicago Express, Omaha Special, Omaha Express. Even though CGW's listings in the Official Guide seemed substantial, CGW in reality was offering a bare-bones service on its lines, compared to the multiple frequencies the other roads were offering. On the Omaha service, the overnight train left Chicago with cars which were destined to Omaha, Minneapolis and Kansas City. Oelwein, Iowa was CGW's hub, with lines radiating to Omaha, Kansas City, Chicago and Minneapolis. There, trains converged from CGW's external endpoints and cars were reshuffled into the appropriate trains for their final destinations. Through Chicago-Omaha cars ended by the end of WWI and Chicago-Omaha connecting service was gone by 1925. By that time, the Omaha service was uncompetitive: leaving Chicago at 10:15pm and arriving Omaha 3:30 the next afternoon!
scwylderIt was a bit roundabout, but the Wabash did offer service via Decatur, IL, Brunswick, MO, and Shenandoah, IA. Growing up in Iowa, I remember reading there were seven lines connecting to the Union Pacific at Council Bluffs/Omaha.
Was this a through train for just through car service? What time period did this service exist?
rrantoul... Missouri Pacific (Chicago & Eastern Illinois) reached South Omaha (transfer runs to Council Bluffs?), today is UP's Fall City Subdivision.
... Missouri Pacific (Chicago & Eastern Illinois) reached South Omaha (transfer runs to Council Bluffs?), today is UP's Fall City Subdivision.
The C&EI only had trackage in Illinois and Indiana.
And the MPran to St.Louis and not to Chicago
scwylder It was a bit roundabout, but the Wabash did offer service via Decatur, IL, Brunswick, MO, and Shenandoah, IA. Growing up in Iowa, I remember reading there were seven lines connecting to the Union Pacific at Council Bluffs/Omaha.
Johnny
I don't think the Wabash ever seriously entered the Chicago-Omaha passenger market. But in the late 19th Century, the Iowa Pool acted as a sort of cartel, dividing up the Chicago-Council Bluffs freight among the six lines-CRI&P, C&NW, CB&Q, IC, CMStP&P, and CGW--to be delivered to the UP. Jay Gould, in an attempt to break the Iowa Pool, got contol of the Wabash and even built/acquired a rickety line across far southern Iowa. He didn't succeed, but Wabash still offered CHI-OMA freight service via Moberly, just as the Rock Island offered CHI-MSP service via West Liberty.
In Council Bluffs, the UP still has in it's terminal a yard called the Pool Yard. I heard the yardmaster today tell a incoming local to put some of it's cars to Rock #00 and the balance to Q #00. I can't remember the actual track numbers.
jeffhergertI heard the yardmaster today tell a incoming local to put some of it's cars to Rock #00 and the balance to Q #00.
I love hearing about how old names live on.
Within the confines of the Calgary Yard limits there is an industrial lead located near the former station of Titian. Switch crews still use that location when talking to the tower, even though the station ceased to exist sometime in the early sixties.
And I love to hear when crews calling or talking about the Yardmaster refer to "CG", the old telegraph call sign for the Calgary station.
Bruce
So shovel the coal, let this rattler roll.
"A Train is a Place Going Somewhere" CP Rail Public Timetable
"O. S. Irricana"
. . . __ . ______
I've been reading all the posts with great interest!! Thanks. I can use some of the history in my nomination of Omaha's former Union Station (now the Durham Museum) as a National Historic Landmark. I'm still doing research - so this information is really useful. I've always been interested how Omaha became the hub for the U.P. - including the site for its headquarters - over Council Bluffs. Especially since Council Bluffs was determined (by law) to be the eastern terminus of the western route of the transcontinental railroad in the 1860s-1870s. Keep posting! -Mark
Thanks to everyone for clarifying my comments re MP-C&EI Chicago to Omaha service.
Did MP offer and market passenger service between Chicago-Omaha after controlling C&EI?
RE Omaha Union Station's history you might contact Camerail Club members who meet in Omaha the 3rd Friday each month at Creighton University, Hickson-Lied Building, Room G04, 7.30PM. The building is on Burt Street just west of 24th. Some members worked in Omaha operations when the station had 100+ trains a day. They could provide insight into some of the station's historic operating practices.
rrantoul Did MP offer and market passenger service between Chicago-Omaha after controlling C&EI?
MP got hold of C&EI in 1963. At that point in time, C&EI's passenger service consisted of a Chicago-Evansville local train, and the northern portion of the Georgian, Hummingbird and Dixie Flyer, all south and southeastern trains. In theory, a Chicago-Omaha C&EI/MP passenger service would have been possible, but it would have been uncompetitive, since a through passenger would have to travel by way of St. Louis. Also, keep in mind that C&EI pulled out of the Chicago-St. Louis market in 1949.
fascinating discussion especially the one from 'agentkid' about how old names still linger. when i lived in sacramento CA 1957-59, trains approaching Elvas Tower at a junction east of the city would call their destinations by radio to the towerman so that he could line the route for them. crews heading west would call, 'heading for the Cal-Pee', a reference to a competing railroad, the California Pacific; merged with SP in 1871! -arturo
Gentlemen. IC dropped its Omaha section of the Hawkeye on 17 July 1939. A Council Bluffs mixed ended in 1941. CGW ended its once great Twin Cities/Nebraska Limited on 28 September 1965. C&EI had nothing to do with MP in Nebraska. Two mainlines were built to Omaha in the 1880s if I recall. The first up through Weeping Water, Nebraska, then the present main via Nebraska City and Union. CRIP built its main in the 1890s. The Rocky Mountain Rocket ended service in 1966. My father hated this train as it blocked all the main streets in Lincoln when he came in from the west trying to get to his Pitne Bowes office just on the east side of the tracks.
Arrow service ended on the Milw around 1967. Wabash ended its mixed remnant of Trains #11 & 14 in 1968 after N&W took over. C&NW destroyed its own services with a crack to UP and SP about the Cities services to the effect of "we don't want the _______ trains." These were dropped in 1955 and C&NW never really did recover. Heineman didn't help either. I could go on and on. My favorite subject.
MDBudka icomaha
As I must get back to work, other IC stuff: The Iowan stayed as a Chicago-Sioux City train till about 1950. It was gradually cut back over the years. 1st Fort Dodge, then to a Dubuque train. The Iowan was also the end of Omaha Day Express service. Soon after it received the name Iowan, the Omaha section was dropped in 1930.
IC started its Omaha service in January, 1900. CB mixed services started in December,1899 upon the completion of the Ft. Dodge & Omaha. IC used the East Omaha Bridge for passenger trains from 1900 to 1921 then again in 1938 to 1939. IC did no transfer of passengers in Council Bluffs. This was done at Omaha Union. Love it! Have fun!
MDBUDKA icomaha
One of the very first interline freight run-throughs was established between the Chicago, Burlington and Quincy at Galesburg, Ill. and the Union Pacific at North Platte, Nebr. By interchanging the trains at Grand Island, Nebr. instead of Omaha or Council Bluffs, U.P. forewent some of its line-haul revenue in exchange for expedited handling across the Missouri River. On the Q, between Pacific Junction, Iowa and Lincoln, Nebr., I believe these trains ran via the Q's Plattsmouth bridge and the Q's "southern route" bypassing Omaha altogether rather than the longer route via Council Bluffs, Omaha, and Ashland, Nebr.
The IC's "Hawkeye" from Chicago to Sioux City lasted until AMTRAK and the Sioux Falls portion of the Milwaukee "Arrow" came off in Sept of 1965 so I assume the Omaha section did too.
Bob-Fryml One of the very first interline freight run-throughs was established between the Chicago, Burlington and Quincy at Galesburg, Ill. and the Union Pacific at North Platte, Nebr. By interchanging the trains at Grand Island, Nebr. instead of Omaha or Council Bluffs, U.P. forewent some of its line-haul revenue in exchange for expedited handling across the Missouri River. On the Q, between Pacific Junction, Iowa and Lincoln, Nebr., I believe these trains ran via the Q's Plattsmouth bridge and the Q's "southern route" bypassing Omaha altogether rather than the longer route via Council Bluffs, Omaha, and Ashland, Nebr.
C&NW made a similar move to bypass Omaha by interchanging its through trains at Fremont, NE.
choo-choo-wayne The IC's "Hawkeye" from Chicago to Sioux City lasted until AMTRAK and the Sioux Falls portion of the Milwaukee "Arrow" came off in Sept of 1965 so I assume the Omaha section did too.
I rode the Arrow from Marion, IA to Chicago in August, 1967. The "Notice of Proposed Discontinuance" was posted. I remember reading that loss of passenger train service to Mt. Carroll, IL was one factor in Shimer College's move from there to Waukegan, IL.
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