CHICAGO AND NORTH WESTERN RAILROAD

CHICAGO AND NORTH WESTERN RAILROAD. For many years the Chicago & North Western was the probably the largest and most profitable of the Midwestern railroads. It called itself the “Pioneer Railroad” because a predecessor, the Galena & Chicago Union Railroad, was the first railroad running out of Chicago, beginning in 1848. In 1862 the Cedar Rapids & Missouri River Railroad, headed by John Blair, continues building across Iowa, hoping to reach Council Bluffs. Blair leased the CR&MR to the G&CU. This provided the Chicago company with a mainline portion of a transcontinental railroad. The C&NW also leased the Chicago Iowa & Nebraska RR, which had built from Clinton to Cedar Rapids, starting in 1856. The C&NW and the G&CU did not merge until 1864. The CR&MR reached Council Bluffs in 1867. (1)

The left-handed operation of the C&NW set it apart from other railroads in the United States. It is fairly certain that the stations along the predecessor G&CU were on the “wrong” side, and when a second track was laid into Chicago, left-handed running allowed inbound passengers to wait in the warm depot. (2)

In 1895 James W. CONCHAR, of the firm of SCHREIBER AND CONCHAR MANUFACTURING COMPANY, spearheading an effort to reach the line, spoke of developing a track between Dubuque and Toledo, Iowa. Such a line through prairie would encourage the growth of other communities which would then be linked with Dubuque. Several local shippers were ready to pledge $2,500 each for the project with estimates that $150,000 could be raised locally and an equal amount in the area between Dubuque and Toledo. He expected the railroad would then build to Dubuque from Freeport. (3)

On December 4, 1895 a meeting was held in the HOTEL JULIEN for those interested in participating in the project. Officers selected included: Charles Thomas HANCOCK, president; George Benjamin BURCH, first vice-president; Nicholas GLAB, second vice-president; Peter KIENE, secretary; Frederick Rumpf, treasurer; James MCCANN, superintendent. (4) Those in attendance supported voting a tax to aid in the construction. It was decided to establish a working fund of donations to pay for the petitions circulated and then write a petition and have it signed by a majority of the resident freehold taxpayers. This petition would be presented to the board of supervisors who could then order the question to be voted upon. (5)

The organization planned to hire surveyors to establish two routes between Dubuque and the Chicago and North Western line in Iowa. It was believed each township through which the proposed line would pass would enact a tax to help support the work. The southern route would pass through Cascade, Monticello, Castle Grove, Central City, Center Point, Vinton and Traer with the end being at Gladbrook or Toledo. (6) The northern route would include Cascade, Sand Springs, Ehler, Walker, LaPorte, Traer and end at Gladbrook. It was also proposed to construct a line from Dubuque through Fairplay and Hazel Green to link with the Chicago and Northwestern at Benton or Cuba City. (7)

Articles of incorporation for the railroad were filed on March 18, 1896 with the authorized capitalization set at five million dollars with shares at $100 each. A resolution was passed that no officer except the secretary would receive any salary the first year. Directors included Charles T. Hancock, president; Benjamin J. O'Neil, James McCann, Joseph K. KAUFMANN, Frank COATES, Anthony F. HEEB, Marshall M. WALKER, Frederick Rumpf, and S. D. Ryan. (8)

Dyersville quickly placed itself in competition with Cascade saying it would not be out bid. Cascade and the townships west of it were each thought ready to approved a tax of 3%. (9)

A serious problem arose when it was discovered that Julien Township could not levy a tax to fund the proposed railway. State law stated that a township that had been taxed five percent for railroads could not be further taxed. Consideration was made to ask the legislature to amend the law, but this was considered doubtful. (10)

By January 22, 1896 enough money had been obtained to survey the potential routes. A meeting was planned at the BANK AND INSURANCE BUILDING to incorporate, elect officers, and surveyors sent out immediately. (11)

In 1908 the Chicago and North Western announced an executive order prohibiting the throwing of rice and the hurling of old shoes "or other missiles" at any bridal party entering the company's trains. "Something had to be done, said a railroad official. "Innocent people who were boarding the train would get most of the missiles." (12)

The C&NW operated independently until 1995 when it was fully absorbed into Union Pacific Railroad. (13)

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Source:

1. "Chicago and Northwestern: A Capsule History," Chicago and Northwestern Historical Society, Online: http://www.cnwhs.org/ch_cnw.htm

2. Ibid.

3. "A New Railroad," Dubuque Daily Herald, November 15, 1895, p. 5

4. "The New Railroad," Dubuque Daily Herald, December 4, 1895, p. 8

5. "A Sure Thing," Dubuque Daily Herald, December 19 1895, p. 8

6. "The New Railroad," The Dubuque Herald, December 6, 1895, p. 4

7. Ibid.

8. "Incorporated," The Dubuque Herald, March 19, 1896, p. 8

9. "All Want the New Road," Dubuque Daily Herald, December 7, 1895, p. 8

10. "Stumbling Block," Dubuque Daily Herald, December 21, 1895, p. 8

11. "The New Railroad," Dubuque Daily Herald, January 22, 1896, p. 8

12. "No More Rice and Shoes," Telegraph Herald, February 25, 1908, p. 1A

13. Wisconsin Railroad History. Online: http://riptrack.net/book/export/html/212