Page 2 - Railroads

Page 2 - Railroad news in & towards Jewell, Iowa

The Toledo & North Western Railroad and the Chicago Northwestern Railways

This 1902 twin arch stone bridge allowed the trains cross the Lake Cairo (sometimes called Mud Lake) Dredge Ditch.

The next image (a scan of a postcard) shows a passenger train crossing the Stone Arch heading west towards Ellsworth.

1932 Aerial Photo of the northern (railroad) portion of Jewell

(You may click to view a larger version of this 1932 photo.)

This photo is from a postcard picture taken from a plane. The two-story building just above the city water tower is part of the Dutton Hotel. Above the hotel is the depot south of the string of rail cars seen just east of the state highway. On the right edge of the photo is the second railroad water tower. Follow the string of rail cars at the northwest angled line past the coaling tower built in 1929, and at the top left corner are the house and farm buildings of town founder David Jewell. His house later served as the Club House of the Jewell Golf and Country Club until the new facility was built. Between the northbound C & NW tracks and the westbound set of tracks sits the two-stall engine house, the railroad owned stockyards and various elevators on the west leg of the wye.

1934 Map of Chicago & North-Western Railroad Company railways
(You may click to view a larger version of this 1934 Map.)

An enlargement of the Iowa portion of the above map is seen next:

(You may click to view a larger version. While showing the railroad lines, these maps do not show the midwest or the state of Iowa to an exact scale. )

Steam locomotives burn coal, wood or oil to heat water and turn it into steam, so to operate steam locomotives it is vital to have a ready supply of water. The steam is then used to move pistons connected to huge rods that turn the locomotive's wheels. This reservoir dam (now removed) on the drainage ditch for Mud Lake (Lake Cairo) allowed the water to build up and fill the reservoir located just northeast of the stone double arch through a tile connecting the ditch to the railroad reservoir. Water then could be pumped to the water tower near the Main Street/Wilson Highway depot. That enabled the steam engine locomotives to load the water they needed to operate from the standpipes. (See the four images below.)

The Chicago and North Western was the first railroad to operate a railway post office; the first to run sleeping cars west of Chicago; the first to carry dining cars between Chicago and San Francisco; and the first to operate by telegraph. In 1900, the C&NW was one of the first railroads to establish a pension plan for its employees. The 1929 depression resulted in a 75% decline in passengers, manufactured goods decreased 64% and iron ore fell by 95%. Farm products only failed by 26%. A petition for bankruptcy was filed on June 27, 1936 but held up in court until 1943 when the company's traffic levels were breaking all records due to World War II.

Despite the bankruptcy, the C&NW entered the streamline era in order to compete with the other railroads providing streamline service between Chicago and the West Coast. In Iowa, the C&NW instroduced streamline service in conjunction with the Union Pacific to provide service between Chicago and the West Coast. The City of Portland made its inaugural run on June 6, 1935, In May and June, 1936, the City of Los Angeles, City of San Francisco, and City of Denver began operations. Initially, the trains operated one or two days per week and in 1947 were upgraded to daily service.

(You may click to enlarge.)

The story of the Chicago and NorthWestern Railway (C&NW) is one of the most dramatic in American railroad history. It is a story of innovation, service, and perseverance. From its first little wood-burning locomotive, the Pioneer, to the streamlined diesel powered trains of the 1940s, the history of the C&NW reflected the spirit of American pioneering. It became one of the most powerful influence in the development of the Northwest from Chicago to the Black Hills, Lake Superior and accross Iowa.

Beginning as the Galena & Chicago Union out of Chicago in 1848, under the guidance of William Butler Ogden, the railroad pushed out into the forests of Wisconsin and Minnesota to the farming country of Iowa and the plains of Nebraska and the Dakotas. It was the first railroad to be completed to Omaha in January, 1867 to connect to Union Pacific and make transcontinental rail transportation possible.

1951

Across the C&NW system the company purchased nine streamline steam locomotives in spring, 1938 to power the Union Pacific/Chicago & NorthWestern streamliners through Iowa. They were "Super Power" locomotives and were the last steam locomotives purchased by the C&NW. They operated only for a few years powering streamline trains and were downgraded to other freight and passenger assignments as new diesels were purchased.

The Chicago & North-Western Class E-4 was a class of nine streamlined 4-6-4 "Hudson" steam locomotives built by the American Locomotive Company.

The above image of the Jewell Depot looks west towards the Highway 69 Main Street.

This map may be clicked to enlarge.

1985

The loss of the Jewell Depot was published in the
January 3, 1985 edition of the South Hamilton Record News:

Jewell loses landmark as depot is torched
Photo and text by Jeff Heeren

Jewell lost a landmark last week when the Jewell Depot was burned down by the local fire department.

The depot was built in 1880 to serve the Toledo and Northwestern Railroad Company which had tracks built from the south and east, and also to the north to Webster City. David Jewell and the railroad reached agreement to build the depot roundhouse and stockyard on Jewell's property, and that the complex would be known as Jewell Junction.

In the early years, the depot was used primarily for passenger cars, where people could purchase tickets. But it was also used for sending mail, sending telegrams at any time of day or night, and just as a place to meet with friends.

After the last passenger train ran in 1956, an agent was placed there to control switches, arranging trains and other railroad jobs. The depot was used until about three years ago when the agent was removed by the railroad.

The Jewell Junction Depot was the first building and first sign of life for what has become the city of Jewell. While the structure exists no longer, memories of the once-stately building will be remembered, and its history will likely be passed on from generation to generation.

Those who are interested in railroads should visit The Boone & Scenic Valley Railroad facility in Boone.
Inside the adjacent James H. Andrew Railroad Museum and History Center there is much information.
This following image shows one of the fine display panels (text can be read below).

<-----reflecting Railroad life.

On October 30, 1955 the Union Pacific terminated its arrangement with the Chicago &North-Western and transferred its streamline trains to the Milwaukee Road. The Chicago & North-Western created the Corn King and the Omahan streamliners to operated between Omaha and Chicago and provide service to Clinton, Mount Vernon, Cedar Rapids, Tama, Marshalltown, Nevada, Ames, Boone, Jefferson, Carroll, Denison, Missouri Valley, and Council Bluffs. The Kate Shelley 400 operated between Boone and Chicago. In April, 1960 service was cut back to one train per day from Clinton to Chicago and the streamliners across Iowa on the Chicago & North-Western disappeared into history.

The Chicago & North-Western and other major companies converted to diesels and ceased using steam for most uses in 1956. Steam locomotives are no longer used for primary freight and passenger transport due to the development of more efficient and reliable technologies, such as diesel and electric locomotives, which are faster, require less maintenance, and are more fuel-efficient.

Page 3 - Renewal of the Jewell subdivision in 2022