Chicago and North Western Transportation Company

"CNW" redirects here. For other uses, seeCNW (disambiguation).

Chicago and North Western

Map of the Chicago and North Western Railway. Black lines are trackage owned by theUnion Pacific Railroad,green lines are owned by theDakota, Minnesota and Eastern Railroad,blue lines are owned by other railroads, and dotted lines are abandoned.
A North Western freight train, led byEMD GP15-1No. 4408, travels throughNiagara, Wisconsinon October 5, 1988
Overview
Headquarters	Chicago,Illinois
Reporting mark	CNW
Locale	Illinois,Iowa,Kansas,Michigan,Minnesota,Missouri,Nebraska,North Dakota,South Dakota,Wisconsin,andWyoming
Dates of operation	1859–1995
Successor	Union Pacific Railroad Some trackage in Wisconsin is operated by theWisconsin and Southern Railroad
Technical
Track gauge	4 ft8+1⁄2in(1,435 mm)standard gauge

TheChicago and North Western(reporting markCNW) was aClass I railroadin theMidwestern United States.It was also known as the"North Western".The railroad operated more than 5,000 miles (8,000 km) of track at the turn of the 20th century, and over 12,000 miles (19,000 km) of track in seven states beforeretrenchmentin the late 1970s. Until 1972, when the employees purchased the company, it was named theChicago and North Western Railway(orChicago and North Western Railway Company).

The C&NW became one of the longest railroads in the United States as a result of mergers with other railroads, such as theChicago Great Western Railway,Minneapolis and St. Louis Railwayand others. By 1995, track sales and abandonment had reduced the total mileage to about 5,000. The majority of the abandoned and sold lines were lightly trafficked branches inIowa,Illinois,Minnesota,South DakotaandWisconsin.Large line sales, such as those that resulted in theDakota, Minnesota and Eastern Railroad,further helped reduce the railroad to a mainline core with several regional feeders and branches.Union Pacific(UP) purchased the company in April 1995 and integrated it with its own operation.

History

1859 to 1968

The Chicago and North Western Railway was chartered on June 7, 1859, five days after it purchased the assets of the bankrupt Chicago, St. Paul and Fond du Lac Railroad. On February 15, 1865, it merged with theGalena and Chicago Union Railroad,which had been chartered on January 16, 1836. Since the Galena & Chicago Union started operating in December 1848, and the Fond du Lac railroad started in March 1855, the Galena and Chicago Union Railroad is considered to be the origin of the North Western railroad system. Other lines acquired and added to the network included theChicago, St. Paul and Fond du Lac Railroadin 1859, theWinona and St. Peter Railroadin 1867, theChicago, Milwaukee and North Western Railwayin 1883, theSioux City and Pacific Railroadin 1880, theFremont, Elkhorn and Missouri Valley Railroadin 1884, and theMilwaukee, Lake Shore and Western Railwayin 1893.They also held extensive property in Michigan, particularly itsUpper Peninsula,to the point where they were one of the largest property owners in the state.By 1899, the company had rostered 1,380 locomotives, 1,176 passenger cars, and 49,484 freight cars.

The first repair facilities for rolling stock were located along the Chicago River near the center ofChicago,but these were abandoned for a more extensive, 240-acre plot of land to the west along West Kinzie Street. The facilities were expanded in 1900 and became known as the 40th Street Shops, which at that point included three roundhouses, extensive locomotive overhauling capabilities, and a complete set of passenger and freight car shops. These shops served the eastern section of the CNW system. Meanwhile, the western section was served by back shops inClinton, Iowaand the northern section was served by facilities inWinona, Minnesota.In 1911 a new freight yard and shops were built 13 miles west of Chicago in Proviso Township, which featured a mammoth, 58-stall roundhouse (a twin of the one inFulton, Illinois).

Changing traffic patterns and competition with automobiles and trucking disrupted the railroad's profitability by mid-20th century. After nine years in bankruptcy, the CNW was reorganized in 1944. It had turned rapidly to diesel power, and established a huge diesel shop inChicago.Its Proviso Freight Yard, located 12 miles (19 km) west of the city center in suburban Cook County, was constructed between 1926 and 1929 and remained the largest such in the world, with 224 miles of trackage and a capacity of more than 20,000 cars.

Potatoes from the west were one of the main crops carried by the CNW, and its potato sheds in Chicago were the nation's largest. It also carried westernsugar beetsand huge amounts of corn and wheat. This road, like other lines depending strongly on transportation of crops, was adversely affected by government agricultural credit policies, which sealed a lot of products on the farms where they were produced. Although it stood sixteenth in operating revenue in 1938, it was eighth in passenger revenue among American railroads. It served Chicago commuters; its400streamliners provided intercity transportation, and it provided an eastern link to bring theUnion Pacific's passengers fromOmaha, Nebraskaand points west to Chicago.

The CNW had owned a majority of the stock of theChicago, St. Paul, Minneapolis and Omaha Railway(Omaha Road) since 1882. On January 1, 1957, it leased the company, and merged it into the North Western in 1972. The Omaha Road's main line extended from an interchange with the North Western atElroy, Wisconsin,to the Twin Cities, south toSioux City, Iowa,and then finally toOmaha, Nebraska.

The CNW acquired several important short railroads during its later years. It completed acquisition of theLitchfield and Madison Railwayon January 1, 1958. The Litchfield and Madison railroad was a 44-mile (71 km) bridge road fromEast St. LouistoLitchfield, Illinois.On July 30, 1968, the North Western acquired two former interurbans — the 36-mile (58 km)Des Moines and Central Iowa Railway(DM&CI), and the 110-mile (180 km)Fort Dodge, Des Moines and Southern Railway(FDDM&S). The DM&CI gave access to the Firestone plant inDes Moines, Iowa,and the FDDM&S provided access to gypsum mills inFort Dodge, Iowa.

On November 1, 1960, the CNW acquired the rail properties of the 1,500-mile (2,400 km)Minneapolis and St. Louis Railway.In spite of its name, it ran only fromMinneapolis, Minnesota,toPeoria, Illinois.This acquisition provided traffic and modern rolling stock, and eliminated competition.

Gallery

• 
  Chicago and North Western'sWells Street Station,c. 1900
• 
  The oldChicago and North Western Terminalc. 1912, soon after its completion
• 
  The office building for the railroad in Chicago circa 1908
• 
  C&NW Streamliners, 1942
• 
  Steam locomotivesof the Chicago & North Western Railway in theroundhouseat the Chicago rail yards, December 1942
• 
  C&NW caboose at Proviso yard, Chicago, April 1943
• 
  Women wipers of theChicago and North Western Railroadcleaning one of the4-8-4"Northern" H-class steam locomotives,Clinton, Iowa,1943
• 
  C&NW railway station inEscanaba, Michigan,1953
• 
  C & NW Locomotive, Blue Earth County, Minnesota

1968 to 1984

On July 1, 1968, the 1,500 mi (2,400 km)Chicago Great Western Railwaymerged with the North Western. This railroad extended between Chicago andOelwein, Iowa.From there lines went to the Twin Cities, Omaha, Nebraska, andKansas City, Missouri.A connection fromHayfield, Minnesota,toClarion, Iowa,provided a Twin Cities to Omaha main line. The Chicago Great Western duplicated the North Western's routes from Chicago to the Twin Cities and Omaha, but went the long way. This merger provided access to Kansas City and further eliminated competition. After abandoning a plan to merge with theMilwaukee Roadin 1970,Benjamin W. Heineman,who headed the CNW and parent Northwest Industries since 1956, arranged the sale of the railroad to its employees in 1972; they formed Northwest Industries to take over the CNW in 1968.The words "Employee Owned"were part of the company logo in the ensuing period. The railroad was renamed from Chicago and North Western Railway toChicago and North Western Transportation Company.The railroad's reporting marks (CNW) remained the same.

C&NW#8540 atShawnee, Wyoming

After theChicago, Rock Island and Pacific Railroad(Rock Island) ceased operating on March 31, 1980, the North Western won a bidding war with theSoo Line Railroadto purchase the roughly 400-mile (640 km) "Spine Line"between the Twin Cities and Kansas City, Missouri, viaDes Moines, Iowa.TheInterstate Commerce Commission(ICC) approved North Western's bid of $93 million on June 20, 1983. The line was well-engineered, but because of deferred maintenance on the part of the bankrupt Rock Island, it required a major rehabilitation in 1984. The company then began to abandon the Oelwein to Kansas City section of its former Chicago Great Western trackage, which duplicated Spine Line service.

1985 to 1995

In 1985, theCNW Corporationwas formed to take over the Chicago and North Western Transportation Company; the employee-owned stock of the Chicago and North Western Transportation Company was transferred to the new CNW Corporation.

In 1988, theBlackstone Capital Partnersformed theChicago and North Western Acquisition Corporationto purchase the CNW Corporation; the CNW Corporation was acquired by Blackstone Capital Partners under the Chicago and North Western Acquisition Corporation subsidiary from the employee owned stock; Blackstone Capital Partners controls the CNW Corporation and the Chicago and North Western Transportation Company under the Chicago and North Western Acquisition Corporation subsidiary.Chicago and North Western Holdings Corporation(or "CNW Holdings Corporation" and "Chicago and North Western Holdings Company" ) was formed and took control of the Chicago and North Western Acquisition Corporation, which controlled the CNW Corporation and which the CNW Corporation controlled the Chicago and North Western Transportation Company.

The Chicago and North Western corporate structure under the Blackstone ownership:

• Chicago and North Western Holdings Corporation
  • Chicago and North Western Acquisition Corporation
    • CNW Corporation
      • Chicago and North Western Transportation Company (formerly Chicago and North Western Railway)

In 1993, several of the C&NW's routes became flooded by that year'sGreat Flood,which also affected other railroads that operated in the Midwest.The first routes on the C&NW to be flooded were the routes south of St. Paul, Minnesota.Ten miles of their line betweenNorth Freedom,Baraboo,andDevil's Lakewere also flooded, and it isolated the C&NW's quarry supply inRock Springs(a vintage diesel switcher from the nearbyMid-Continent Railway Museumassisted the Rock Springs quarry, until the flood cleared).During July, the C&NW's dry mainline through Iowa also became flooded.Upon learning about the flooding, some C&NW employees called into work during their time off, in order to help the railroad through the flood.By the time the flood ended, most of the C&NW's rail lines remained intact and were quickly reopened.

In February 1994, the Chicago and North Western Acquisition Corporation and the CNW Corporation merged into the Chicago and North Western Holdings Corporation, leaving only the Chicago and North Western Holdings Corporation and the Chicago and North Western Transportation Company. In May 1994, the Chicago and North Western Transportation Company reverted to its original name,Chicago and North Western Railwayand the Chicago and North Western Holdings Corporation was renamed to the secondChicago and North Western Transportation Company.

The Chicago and North Western corporate structure:

• Chicago and North Western Transportation Company (formerly Chicago and North Western Holdings Corporation)
  • Chicago and North Western Railway (formerly Chicago and North Western Transportation Company)

In April 1995, theUnion Pacific Corporationacquired the former Chicago and North Western Holdings Corporation (the second Chicago and North Western Transportation Company) under subsidiary UP Rail, Union Pacific controls the former Chicago and North Western Holdings Corporation (now the second Chicago and North Western Transportation Company) and the Chicago and North Western Railway (formerly the first Chicago and North Western Transportation Company) under UP Rail subsidiary.

The Chicago and North Western corporate structure under Union Pacific ownership:

• UP Rail
  • Chicago and North Western Transportation Company (formerly Chicago and North Western Holdings Corporation)
    • Chicago and North Western Railway (formerly Chicago and North Western Transportation Company)

The Union Pacific Corporation merged UP Rail intoUnion Pacificand then merged the second Chicago and North Western Transportation Company and the Chicago and North Western Railway into the Union Pacific Railroad; the Chicago and North Western system became part of the Union Pacific Railroad system.A joint UP-CNW subsidiary,Western Railroad Properties, Inc.,was also merged into the Union Pacific system in the acquisition.

Post CNW

UP Heritage Unit#1995and two former CNW Dash 9's (CNW 8646 & 8701) lead a train throughRochelle Railroad Park

Chicago and North Western locomotives continued to operate in their own paint schemes for several years after the acquisition (although some of them were gradually repainted into UP colors.) Many former CNW units have received "patches" with a new road number and reporting mark to match their new owner's roster. Only 2 "patched" units remain on the Union Pacific, UP AC44CW 6706, and UP C44-9W 9771. Several others work under different owners. However, it is still possible to find untouched CNW units in service. CNW 8646 and 8701 were the last unpatched CNW locomotives on the UP roster which railfans referred to them as the "CNW twins". In 2017 after years of surviving untouched they were repainted and renumbered to 9750 (ex 8646) and 9805 (ex 8701) respectively. 9750 is in storage as of 2020 while 9805 is active and was rebuilt by GE/Wabtec into a C44ACM. CNW 6847 and CNW 7009 are preserved at theIllinois Railway Museumin their original factory paint. CNW 1518, CNW 411, and CNW 414 (METX 308) are also at IRM, with 1518 and 411 having been restored in CNW paint. CNW 4153 works at agrain elevatorinFremont, NE,while several other GP7's, GP9's, and a few other CNW locomotives are owned by regional railroads, short lines, or industries. As of 2020, 9771 and 6706 have yet to be repainted.

Union Pacific continues to follow its new tradition of releasing "Heritage"EMD SD70ACeunits to represent the paint schemes of companies absorbed by UP. After painting at theWisconsin and Southern Railroad's Horicon, WI shop,UP 1995,painted in a "Heritage" C&NW paint scheme, was unveiled on July 15, 2006, atNorth Western Stationin Chicago, IL. The North Western Station was rechristened to theOgilvie Transportation Centerin 1997 to honorRichard B. Ogilvie,a former governor of Illinois and well as the creator of theRegional Transportation Authority.The station serves as UP'sMetraterminus for its three lines (Union Pacific West Line,Union Pacific Northwest Line,andUnion Pacific North Line). However, many longtime Chicago residents still refer to the station as "North Western Station," and many longtime employees still call it "CPT," for "Chicago Passenger Terminal."

C&NW Tables

Revenue Freight Ton-Miles (Millions)

	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	3104	1,503	89
1960	12,225	2,474	1,181 (merged C&NW 1960)	(merged C&NW)
1970	19,729	(merged)

Route miles operated at end of year

	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

Passenger train service

Commercial passenger and commuter service

Passenger terminal, Chicago and North Western Railway, Chicago, Illinois, circa 1911–1914

Advertisement for C&NWRY passenger service, 1898

A C&NW commuter train atOak Park,1968

A cab car leads an inboundNorthwest Linetrain throughIrving Park.Most commuter rail lines in Chicago, including theMetra,used cars of this design.

The CNW's most famous train, theTwin Cities 400from Chicago to Minneapolis/St. Paul, was introduced in 1935 to compete with theChicago, Burlington and Quincy'sZephyrs and theMilwaukee Road'sHiawathas. This train was so named because it traveled the 400 mi (640 km) between the cities in 400 minutes. CNW was the first system to start a high-speed Chicago-Twin Cities schedule because it used refurbished rather than new equipment, but in 1939, modernized the400with newE3Adiesel locomotive pairs and streamlined cars. Other named trains the CNW operated included theAshland Limited,Duluth-Superior Limited,and theNorth Western Limited CNW eventually renamed the first400to theTwin Cities 400as the CNW labeled almost all of its passenger trains with variations of the400moniker, including theFlambeau 400,Minnesota 400,Valley "400",Shoreland "400",Dakota 400and theKate Shelley 400.CNW ceased running theTwin Cities 400in 1963, and all intercity passenger service on CNW ended with the formation ofAmtrakin 1971.

Amtrakbought a dozen of C&NW'sbilevel railcarsand painted them with thePhase IIIpaint used with Amtrak'sEMD F40PHlocomotives. They are no longer in use.

In conjunction with Union Pacific andSouthern Pacific,the North Western operated some long distancepassenger trains,including theOverland Limited,City of Los Angeles,City of San Francisco,City of Denver,and theChallenger.These services lasted from 1889 to 1955, after which the CNW route to Chicago was changed to the Milwaukee Road's due to poor track conditions.

Chicago and North Western also operated commuter train service in the Chicago area, where they developed what was perhaps the firstcontrol car.A modifiedgallery carwas built in 1960 with locomotive controls to allow push-pull operation. which is preserved at theIllinois Railway Museum.The C&NW also pioneered the concept of Head End Power (HEP), generating 480 volt electricity from the locomotive to power the air conditioning, lighting, and heating on the new bi-level cars. This eventually became the standard for all railroads in the United States.

Three commuter lines radiated fromNorth Western Station;theC&NW West LinetoGeneva, Illinois;theC&NW Northwest LinetoHarvard,Illinois; and theC&NW North LinetoKenosha, Wisconsin.At Crystal Lake Junction, some trains branched off toWilliams BayandLake Geneva, Wisconsin.The West Line also had branches toSt. Charles,Aurora,Freeport,andCrystal Lake.A fourth commuter line operated on theKD LinebetweenKenoshaandHarvarduntil 1939.

In 1974, responsibility for the commuter lines and equipment ownership transferred to the newly formedRegional Transportation Authority,whose rail division was later branded in 1984 asMetra.The C&NW continued to run the lines under a "purchase of service" contract, in which the railroad maintained the right-of-way and operated trains on behalf of Metra.

All three C&NW commuter lines live on in the Metra system, and are still operated by Union Pacific under a purchase of service contract, with the Geneva line having been extended west toElburn.However, service on the branch to Williams Bay was gradually cut back over the years, also resulting in changes to the name of the branch. In 1965, service was abandoned between Williams Bay and Lake Geneva. In 1975, service ended between Lake Geneva and Richmond. In 1981, service between McHenry and Richmond ended. Rails and ties north of the Cargill plant in Ringwood were removed during the 1980s, and the right of way converted to a trail. Service was discontinued to St. Charles in 1951. Service between Geneva and Aurora and Elgin and Crystal Lake was discontinued in the early 1930s. Service to Freeport ceased in the late 1940s.

Short-lived steam program

Further information:Chicago and North Western 1385 § Chicago and North Western steam program

By 1981, following the start of theearly 1980s recessionand the bankruptcy of the Milwaukee Road, public opinion on railroads around the Milwaukee area was beginning to sour.In response, management of the C&NW explored options to generate public awareness that the C&NW was still a healthy company.Manager of the railroad's Wisconsin Division, Chris Burger, pitched the idea of the railroad hosting a steam excursion program, using steam locomotive No. 1385 from the Mid-Continent Railway Museum.Because of the recession, C&NW President James R. Wolfe only approved a limited operation, instead of a full-blown program.

The steam tour took place in May 1982, dubbed the"Prosperity Special",to promote the C&NW's locomotive and rolling stock upgrades.As a result of theProsperity Special’s success, additional steam tours took place in the ensuing years throughout Wisconsin, Minnesota, Iowa, and Illinois.Some of the trains used C&NW track rights to travel over Milwaukee Road and Burlington Northern trackage.The final steam tour took place in 1987, during the centennial of the City of Chicago.By which time, there was an insurance crisis within the railroad industry.The railroad's management had also changed, and enthusiasm on the C&NW to operate steam tours was lost.

Additional notes

Operations

A set of WRRS center harp wigwag signals commonly seen on the C&NW during the 20th Century.

The CNW was known for runningon the left-hand sidewhen running on double track mainlines. In the United States, most railroads used the right-hand track along double-track mainlines, while left-hand running was more common in countries where British companies built the railroads. According to a display inMetra'sLake Foreststation, the reason for this was a combination of chance and inertia. When originally built as single-line trackage, the C&NW arbitrarily placed its stations on the left-hand side of the tracks (when headed inbound toward Chicago). Later, when a second track was added, it was placed on the side away from the stations so as not to force them to relocate. Since most passengers waiting at the stations were headed toward Chicago, the inbound track remained the one closest to the station platforms. The expense of reconfiguring signals and switches has prevented a conversion to right-hand operation ever since.

The Chicago and North Western was known for its installation of Western Railroad Supply Companywigwagsignals at many of its crossing in the 1920–1940s. Almost every town on their route had at least the main crossing in town protected by them. The most common style were the Center Harp shorties. They were almost iconic to the CNW. Many of them, which were grandfathered in after theFederal Railroad Administrationruled them inadequate protection in 1949, survived until the 1970s and a few remain on lines in Wisconsin that have been sold off to other railroads. Lack of available parts and upgrades to roads have replaced all but a few of them.

The Wood Street "potato yard" in 1959 with boxcars filled with potatoes.

The railroad operated what was once the largest "potato yard" or potato market, at its Chicago Wood Street yards. Potatoes came to the yard from every point in the United States to be bought or traded by produce dealers and brokers. While the facility came to be known as the "potato yard", it was also a site where other vegetables could be bought, sold or traded.

Logo

In 1891, the CNW adopted the famous "ball and bar" logo, which survived a few modifications throughout its 104-year existence. This included the changing of text:

• 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)

Reused rolling stock

The railroad also purchased a great deal of its equipment second-hand. CNW shop forces economized wherever possible, earning the railroad the nickname "Cheap and Nothing Wasted." Sometimes employees referred to the condition of equipment as "Cardboard and No Wheels."

Rail trails

One of the firstrail trailscreated in the United States was the 32.5-mile (52.3 km)Elroy-Sparta State Trailin Wisconsin, which used a segment abandoned in 1965.

The400 State Trailruns from Reedsburg to Elroy on the former main line.

The Cannonball Bike Path runs on a 5-mile stretch inMadison, Wisconsinon the old "Ridgerunner line". It connects with theMilitary Ridge State Trailin Fitchburg at a roundabout with the Capital City State Trail, which is not a rail trail. The formerIllinois Central line,now theBadger State Trail,runs on a bridge directly above the roundabout and has ramps connecting to the Capital City and Cannonball Paths. This area is known as the "Velo Underround".

TheCowboy Trailis arail trailthat follows the abandoned CNW line betweenChadron, NebraskaandNorfolk, Nebraska.When completed, it will be 321 miles in length.

The Glacial River Trail is a rail trail that follows the abandoned CNW line betweenMilton, WisconsinandFort Atkinson, Wisconsin.

TheMilitary Ridge State Trailruns fromFitchburgtoDodgevilleon the former "Ridgerunner" line. It connects with the Cannonball Bike Path in Fitchburg.

The Peace Trail runs betweenJanesville, WisconsinandBeloit, Wisconsinnext to the existing ex-Milwaukee Road line..

TheSangamon Valley Trailis another rail trail, currently 5.5-mile (8.9 km) in length, on the west side ofSangamon CountyinIllinois,which skirtsSpringfield, Illinois.It is a segment of a formerSt. Louis, Peoria and North Western Railway38-mile (61.2 km) right-of-way (which was later folded into the CNW) that has been set aside for rail trail use. The entire right-of-way connectsGirard, Illinois,on the south end, toAthens, Illinois,at the north end. The right-of-way spans the western half of Sangamon County in a north–south direction, and also traverses small sections ofMacoupin CountyandMenard County.

The Three Eagles Trail runs for a couple miles south ofEagle River, Wisconsin.

The Wild Rivers Trail is a 104-mile-longrail trailthat follows the abandoned CNW line betweenRice Lake, WisconsinandSuperior, Wisconsin.

TheGreat Western Trailof 17 miles follows the abandoned Chicago Great Western Railroad fromForest ParktoSt. Charles.

TheGlacial Drumlin State Trailof 52 miles follows the abandoned CNW line betweenMadison, WisconsinandMilwaukee, Wisconsin.

The Three Rivers Trail Trailhead is located 2 miles west of Eagle Grove, IA extending west 33 miles to Rolfe, IA. It is a crushed limestone trail that has been developed over the abandoned railroad right-of-way. The trail also features a number of rest areas in Thor, Dakota City, Bradgate, and Rutland. The trail crosses the Boone River west of Eagle Grove. It is a Deck Plate Girder and Trestle that is 280 Feet Total, 80 Foot Main Spans.

Notable employees

• Silas B. Cobb,Chicagoindustrialist and philanthropist, former member of C & NW board of directors
• Clarence Darrow,attorney and former Chief Counsel for the C&NW
• Albert Hammond,Wisconsin State Assemblyman
• Fred H. Hildebrandt,U.S. Congressman from South Dakota
• Charles Ingalls,De Smet,South Dakota (1879–1880); father ofLaura Ingalls Wilder
• Carl Ingold Jacobson,Los Angeles,California; City Council member, 1925–1933
• William B. Ogden,the first mayor of Chicago
• Marvin Hughitt,the first president of the Chicago and North Western
• Merritt Clarke Ring,Neillsville, Wisconsin;lawyer and politician
• Abe Saperstein,founder of theHarlem Globetrotters
• Kate Shelley,heroine
• Perry H. Smith,Chicago, Illinois,politician and businessman
• George Gilbert Swain,Delton, Wisconsin,politician

Preserved rolling stock

There are many Chicago and North Western locomotives still in revenue service with other railroads, such as the Union Pacific Railroad. Some of the older locomotives have been donated to parks and museums for preservation, and a few continue to operate on scenic or tourist railroads. Most of the engines in use with Union Pacific have been repainted. A small few are still "patched", where the C&NW logos on the sides are replaced by a Union Pacific shield, and new numbers are applied over the old numbers with a Union Pacific sticker.

Steam locomotives

• Pioneer(4-2-0), on static display inside theChicago History Museum
• #274 (4-4-0), on static display at theNational Museum of Transportationin St. Louis, Missouri
• #1015 (Class D,4-4-2), on static display at the National Museum of Transportation in St. Louis, Missouri
• #444 (Class R-1,4-6-0), on static display at theForney Transportation Museumin Denver, Colorado
• #1385 (Class R-1, 4–6–0), undergoing restoration at the Mid-Continent Railway Museum inNorth Freedom, Wisconsin
• #175(Class R-1, 4–6–0), undergoing restoration at theSteam Railroading InstituteinOwosso, Michigan
• #279 (3 ft gauge,2-6-0), on static display at Pioche Town Park inPioche,Nevada
• #100 (2 ft gauge,0-4-0t), stored under private ownership inWatertown,New York

Diesel locomotives

• #411 (EMD F7A), operational at the Illinois Railway Museum in Union, Illinois
• Metra #308 (EMD F7A), operational at the Illinois Railway Museum in Union, Illinois. Still in Metra livery. Originally CNW 4083C, and later CNW 414
• #515 (EMD E8A), operational at the Illinois Railway Museum (Still in Iowa Pacific livery)
• #1518 (EMD GP7), operational at the Illinois Railway Museum. First EMD General Purpose series diesel ever built
• #1689 (ALCO RSD5), operational at the Illinois Railway Museum
• #4160 (as RI #4506) (EMD GP7R), operational at the Illinois Railway Museum
• #6847 (EMD SD40-2), operational at the Illinois Railway Museum
• #7009 (EMD SD50), operational at the Illinois Railway Museum. First SD50 to be preserved

Passenger coaches

• #440 (Pullmanbusiness car) at the Mid-Continent Railway Museum.
• #7409 (Pullmancombination car) at the Mid-Continent Railway Museum.
• #7721 (Commuter Combine) at theOklahoma Railway Museumin Oklahoma City, Oklahoma.
• A set ofBi-Levelpassenger coaches are at theLake Superior Railroad MuseuminDuluth, Minnesota.

Chicago and North Western Historical Society

The Chicago and North Western Historical Society was organized by a number of railfans in 1973. The Society's purpose is to preserve the history and memory of the Chicago and North Western Railway through the publication of a quarterly magazine, the preservation of railroad paraphernalia, and an Annual Meet. The Society's journal,North Western Lines,is published four times a year.

See also

• Southern Pacific Transportation Company
• Chicago, Burlington and Quincy Railroad
• Illinois and Midland Railroad
• Milwaukee Road
• Nickel Plate Road

References

Bibliography

• Grant, H. Roger (1996).The North Western – A history of the Chicago & North Western Railway system.DeKalb, Illinois: Northern Illinois University Press.ISBN0-87580-214-1.
• Grant, H. Roger (1984).The Corn Belt Route – A history of the Chicago Great Western Railroad Company.DeKalb, Illinois: Northern Illinois University Press.ISBN0-87580-095-5.
• TheTrainsstaff (November 1990). Timeline.Trains,pp. 21–47.
• (1973).Handy Railroad Atlas of the United States.Rand McNally & Co. p. 53.
• Piersen, Joe (2004)."Chicago and North Western- A Capsule History".Chicago and North Western Historical Society. Archived fromthe originalon May 22, 2016.RetrievedSeptember 10,2007.
• "Washout! Railroads Battle the Floods of '93".Trains.October 1993. pp. 14–23.
• Phillips, Don (November 1993)."Tales from the flood zone".Trains.pp. 32–33.
• Glischinski, Steve (December 1993)."The life and times of a Ten-Wheeler".Trains.pp. 47–51.
• Burger, Chris (Fall 2021)."The little charmer, the Queen Steam, and the big top".Classic Trains.pp. 16–23.RetrievedDecember 4,2023.

External links

• Chicago & North Western Historical Society
• "Chicago and North Western photographs".University of Missouri–St. Louis.
• List and Family Trees of North American Railroads
• Chicago and North Western Railway Company RecordsatThe Newberry
• Rolling the Freight(1947 documentary)