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A Very Brief Summary of Jay Gould's Empire
Compiled by T. Greuter

Also see About MoPac, Mergers
, and the site's Heritage pages

In 1880 Jay Gould assembled an empire that would lace together the Midwest, the South and the West. These roads would make up the backbone of the system up to the modern age.

Gould bought controlling interest in the Missouri Pacific in 1879, then shortly bought controlling interest in the Texas & Pacific. T&P nearly always had close ties to the MoPac though not officially merged into the system until 1976. In 1881 Gould bought controlling interest of the St Louis Iron Mountain & Southern. Next, in 1901 the Union Terminal Railway of Memphis would be added. In 1925 the New Orleans, Texas & Mexico, the parent company of the Gulf Coast Lines (which itself was made up of the Kansas Oklahoma & Gulf, Midland Valley and International - Great Northern) came under MoPac control. By 1956 these roads were merged. The MoPac system officially aquired Kansas Oklahoma & Gulf and Midland Valley in 1964. Finally in 1967, the only other major territory added to the orginal system's backbone, the Chicago & Eastern Illinois, first came under Missouri pacific influence, and was merged into the system in 1976.

St. Louis, Iron Mountain & Southern (SLIM&S)
Subsidiary of - Missouri Pacific
Chartered - 1851
Empire - Missouri, Arkansas, Kansas, Illinois, Tennessee

St. Louis and Iron Mountain Railroad Company was created by special act of Missouri on March 3, 1851. The Missouri Pacific Railroad and the SLIM&S were merged on May 12, 1917.

St. Louis Iron Mountain & Southern 1510 - Jay Glenewinkel Collection

Texas & Pacific (T&P)
Subsidiary of - Missouri Pacific
Chartered - 1871
Empire - Texas

The Civil War was over, and the goal to construct a southern transcontinental railroad was revived, thus the Texas Pacific Railroad Company was established by a federal charter in 1871, to build a line from Marshall, Texas to San Diego, California.  On May 2, 1872 by an act of Congress the name was changed to its later form, the Texas & Pacific Railway Company (T&P).   The T&P was one of only a handful of railroads in the U.S. to operate under a federal charter, and the only one in Texas, granted by Congress on March 3, 1871.

The Texas & Pacific was a Class 1 railroad criss-crossing the huge expanses of Texas north -south-east-west. The T&P was part of the Missouri pacific family in the late 1800's until railroad mogul Jay Gould lost control of the T&P along with other notable Texas roads such as M-K-T and I-GN.

The T&P would once again have ties to the MoPac in 1928 when the MoP gained control. T&P would retain it's identity for many years yet until finally being owned outright by MoPac on 10/15/76. MoPac had owned more that 50% of the T&P at least since 1956.

The Texas & Pacific was owned outright by MoPac on 10/15/76. MoPac had owned more that 50% of the T&P at least since 1956.

The other Texas Lines in Texas, Gulf Coast Lines and I-GN, were purchased in 12/1925. The I-GN was actually purchased by the NOT&M in 12/1924, but is not considered one of the Gulf Coast Lines. The other short lines were all consolidated into the MoPac in 1956.

T&P subsidiary Gulf Coast Lines were once owned by the SL-SF (NOT&M, StLB&M and their subsidiaries). These formed a part of the "Yoakum Empire", which fell apart in 1913. The GCL operated independently until the MP takeover in 1925.

Recommended Reading:

  • Texas & Pacific - Ox Teams to Eagles, by Watson & Brown

Recommended Links:


T&P 2005 - St. Louis, December 1961 - Gary Morris Photo or Collection

T&P 2558 - The date is April 10, 1966 at Weatherford, Texas. The home-built is shown here in its final full Texas & Pacific scheme before the MoPac rebuilding program. - R. D. Ross Photo/courtesy John C. La Rue, Jr. Collection, Contact: for his list of r.r. photos for sale./ T. Greuter purchased Collection


St. Louis Brownsville & Mexico (StLB&M)
Subsidiary of - Texas & Pacific
Chartered -
Empire - Central Texas

StLB&M 9162 - a Baldwin DS-4-4-1000 wearing orange safety "tiger" stripes at Houston, Texas on September 9, 1950. Built in 3/49, #9162 would later be renumbered as MP 1092, it was the first unit of the first order of this 1000 hp model to go to the StLB&M. - Arthur B. Johnson Photo, T. Greuter Collection


Abilene and Southern (A&S)
Subsidiary of - Texas & Pacific
Built - 1908
Empire - North Texas

Abilene Southern Railway, was built from 1908 to 1911. The Railway serviced Ballinger, Hamlin and a major hub in Abilene. The track runs about 96 miles through north Texas. By 1916 the company owned seven locomotives, sixty-nine freight cars, seven passenger cars, and three company cars.

They were earning $55,838 in passenger revenue and $165,187 in freight revenue. In 1926 the railway became part of the Texas and Pacific Railway System. As the year went the Railway was not producing enough profit and the line to Hamlin was abandoned in 1937. In 1972 the company leased all of it equipment; its net income was $347,816. The Abilene and Southern Railway was merged into the Missouri Pacific Railroad Company on November 1, 1978. As the years continue the Railway was credited for the birth of many little towns such as Cisco, Tye, and Roscoe. Also, as the line branched out between the 1880s and 1920s, West Texas saw the creation of smaller towns such as Roby. (thanks to Jay Glenewinkel)

Abilene & Southern 18 - a 4-6-0 - Jay Glenewinkel Collection


Artesian Belt (ABRY)
Subsidiary of - Missouri Pacific
Chartered - November, 1908
Empire - Central Texas

See Artesian Branch Railway for a detailed history of this road.

A 1912 Railroad Pass

International-Great Northern (I-GN)
Subsidiary of -
Chartered/created - 1873
Empire - Central Texas

The International-Great Northern Railroad Company was a major component of the Missouri Pacific lines in Texas. The I-GN itself was made up of the consolidation of two lines - the International Railroad Company and the Houston and Great Northern Railroad - on September 30, 1873.

The Houston and Great Northern was chartered on October 22, 1866, by the first legislature to meet after the Civil War,qv and was backed by eastern and local capital. At the time of the merger, the Houston and Great Northern owned 252 miles of track between Houston and Palestine, between Houston and East Columbia with branches from Phelps to Huntsville, and between Troup and Mineola. The mileage of the Houston and Great Northern included the former Houston Tap and Brazoria Railroad and the Huntsville Branch Railway, which had been merged on May 8, 1873.

The International was chartered on August 5, 1870, and at the time of the consolidation operated 177 miles from Hearne to Longview. Despite the financial panic of 1873, the consolidated company continued to slowly expand, reaching Rockdale in 1874 and Austin on December 28, 1876. Building resumed in 1880, and the following year the railroad reached San Antonio and Laredo on December 1, 1881. On August 5, 1879, the International and Great Northern acquired the Georgetown Railroad Company at foreclosure and merged the latter company on June 2, 1882. The Henderson and Overton Branch Railroad Company was acquired on September 27, 1880. Although operated as a part of the International and Great Northern, the Henderson and Overton Branch was not consolidated until August 31, 1911. The various predecessor companies of the International and Great Northern earned 6,432,000 acres of state land. This land was sold for a net of $4,668,850 or about seventy-two cents an acre. The charter of the International called for the State of Texas to grant $10,000 in bonds to the company for each mile completed. However, when the company applied for the bonds Comptroller Albert A. Bledsoeqv refused to sign and register the bonds. A compromise was worked out whereby the railroad was granted twenty sections of land per mile constructed rather than the normal sixteen sections. In addition, the railroad was exempted from state taxation for twenty-five years. The International and Great Northern entered receivership on April 1, 1878, was sold at foreclosure, and conveyed to a new company organized under the original charter on November 1, 1879. The second receivership lasted from February 21, 1889, to July 11, 1892, but the company was reorganized financially without sale or change of name. At the time of the reorganization, the railroad owned eighty-eight locomotives, sixty-one passenger cars, 1,919 freight cars, and eighty company service cars. Earnings that year included $1,076,695 in passenger revenue and $2,530,451 in freight revenue.

Jay Gould acquired control of the International and Great Northern in December 1880.

I-GN 604 - a 2-unit EMD F7A freight at San Antonio, Texas on September 2, 1952. The 604 was built on 9/49 and would later be renumbered as MP 823 before being retired in 1971 as a trade-in to EMD. Also, just for interest, the #604 photo is an extremely "rare" example of an F7 that is shown with the anticlimber painted blue. Mopac F3s and F7s normally had the anticlimber painted Eagle Gray (prior to the 1961 Jenks blue scheme, of course). (thanks to Ed Hawkins) - Arthur B. Johnson Photo, T. Greuter Collection

The New Orleans Texas & Mexico (NOT&M)
Subsidiary of - Texas & Pacific
Chartered -
Empire - Texas, Louisiana

The New Orleans Texas & Mexico was the overiding corporate entity of the Gulf Coast Lines. These lines were owned by the Frisco up until the mid-1920s when the MoPac took them over from a bankrupt SLSF. Just as the MoPac took over, the NOT&M bought the, International-Great Northern (I-GN - another Texas Line, but not one of the Gulf Coast Lines).

Gulf Coast Lines (GCL)
Subsidiary of - NOT&M
Chartered -
Empire - Texas


The Muskogee Lines
Subsidiary of - Gulf Coast Lines
Chartered -
Empire - Central Texas

Were made up of several subsidiary and predecessor companies. These companies included:

  • the Midland Valley Railroad
  • the Kansas, Oklahoma and Gulf Railway
  • Oklahoma City – Ada – Atoka Railway Co.
  • the Osage Railway
  • Garland Coal & Mining Co.
  • Bird Creek Co.
  • Cherokee Construction Co.


Midland Valley (MV)
Subsidiary of - Gulf Coast Lines, Texas & Pacific
Chartered -
Empire - Central Texas

The Midland Valley was one of the "Muskogee Roads" (the others were the Kansas Oklahoma & Gulf and the Oklahoma City-Ada-Atoka; they were under the same ownership and headquartered in Muskogee, Oklahoma).

The 364-mile Midland Valley Railroad Co. served Oklahoma, Kansas and Arkansas for more than six decades prior to its 1964 merger with Missouri Pacific. Organized as a coal hauler, oil soon became its staple when the Oklahoma fields were discovered.

At one time, the Midland Valley Railroad served 58 stations, but by 1959 there were fewer than 15 open stations, and passenger service had been discontinued. In 1964, control of the Midland Valley passed to the Texas and Pacific RR, a part of the Missouri Pacific system.

The Missouri Pacific system officially aquired the MV and sister road K&OG on September 24, 1964. The roads' independence was gone and the engines in black and red band with white pinstripes of the Muskogee Lines dissappeared in a sea of blue and gray.

The MV owned four GP-7s, #151-154. Twoof these (#152 and 153) met in a curve at Bokoshe, Oklahoma. These units were then rebuilt as GP-7m (GP-9 car body with GP-7 generator and 1500 hp rating). All of the MV geeps were painted in the black with red band scheme.

Midland Valley and KO&G engines were dispatched over each others lines as needed. They were distinguishable only by numbers, except for the rebuilds. Ft. Smith usually had one or two engines assigned there, depending on business. and these could be either MV or KO&G's.

Today, the Ft. Smith Trolley Museum is located on the site of the former Midland Valley yard and turntable. (source: Mike Condren - KO&G Mailing List)

Recommended Reading:

Related Links:


The Kansas Oklahoma & Gulf (KO&G)
Subsidiary of - Gulf Coast Lines, Texas & Pacific
Chartered - 1910
Empire - North Texas, Oklahoma, Kansas

The Kansas Oklahoma & Gulf was one of the "Muskogee Roads" (the others were the Midland Valley and the Oklahoma City-Ada-Atoka; they were under the same ownership and had headquarters in Muskogee, Oklahoma). The Midland-Valley family of Oklahoma lines included the all Muskogee Roads and the Midland Valley Railroad Co. The KO&G connected and interchanged at Denison with the Denison & Pacific Suburban Railroad (a wholly owned subsidiary of the Texas & Pacific Railroad). , which ran from Denison to Sherman Jct. in Texas.

Originally chartered on March 28, 1910, as the Missouri, Oklahoma and Gulf Railway Company of Texas, the name was changed to the Kansas, Oklahoma and Gulf Railway Company of Texas on April 2, 1921.

The company operated nearly nine miles of line from the Red River near Carpenter's Bluff to Denison as well as terminal trackage at Denison. At the Red River the KO&GT connected with the Kansas, Oklahoma and Gulf Railway Company, thus forming a through route from Denison to Baxter Springs, Kansas.

In 1926 the KO&GT was classified as a Class II line by the Railroad Commissionqv and owned one locomotive. That year the line received $4,054 in passenger revenue, $192,962 in freight revenue, and $249 in other revenue. In 1952 the KO> earned $259,392, almost all from freight. In 1964 the Kansas, Oklahoma and Gulf system was merged into the Texas and Pacific Railway Company, and the Texas trackage abandoned.

The KO&G was absorbed into MoPac shortly after the T&P's own absorbtion into the system in 1976. Most of the KO&G on-line traffic was coal and quarry products, but they were also a major bridge-line between Kansas and the upper midwest in the MoPac scheme of things, competing with both the MK&T and the Frisco.

The Kansas, Oklahoma and Gulf Railway Company of Texas was chartered on March 28, 1910, as the Missouri, Oklahoma and Gulf Railway Company of Texas. The name was changed on April 2, 1921. The company operated nearly nine miles of line from the Red River near Carpenter's Bluff to Denison as well as terminal trackage at Denison. At the Red River the KO&GT connected with the Kansas, Oklahoma and Gulf Railway Company, thus forming a through route from Denison to Baxter Springs, Kansas. In 1926 the KO&GT was classified as a Class II line by the Railroad Commission and owned one locomotive. That year the line received $4,054 in passenger revenue, $192,962 in freight revenue, and $249 in other revenue. In 1952 the KO&GT earned $259,392, almost all from freight. In 1964 the Kansas, Oklahoma and Gulf system was merged into the Texas and Pacific Railway Company, and the Texas trackage abandoned. As late as 1951, the KO&G operated a mail/express/passenger gasoline Motor Car between Denison and Muskogee, with two units; each making a one way trip daily except Sundays.

The KO&G Diesel roster was as follows:

  • NW2 #1001 (one unit)
  • F7A #751-754 (four units)
  • F7B #755B, 756B (two units)
  • GP7 #801-809 (nine units)
  • GP28 #700, 701 (two units)

On April 1, 1970 the KO&G was merged into the T&P under the road's official control, and were renumbered into the T&P system. Two GP7s and the GP28 pair would last long enough to recieve Missouri Pacific numbers.

The F-7s wore the Mopac's famous blue and grey scheme and had the KO&G-MV-OCAA square herald on the nose and flanks.These were repainted into the solid Jenks blue and retained their KO&G herald as part of the T&P roster becoming TP 844-847 and 846B, 847B. Two of the F's 846, 847 were traded to EMD for KO&G GP-28's 700, 701.

The single NW-2 and the GP-7's originally were decorated in black paint, and a wide red band with white pinstripes the length of the carbody. The band curved down to the frame on the front nose but just wrapped around the rear. The geeps were repainted into the standard Jenks blue scheme. The GP-7's were renumbered to T&P 97-105 then T&P 1637-1640,1688-1692 and some were again renumbered into the MP 600 series.

The two GP-28's (#700, 701) were delivered in the Jenks blue scheme later becoming T&P #850, 851 then #2000, 2001. These were the only GP-28's on the Mopac roster, and the last diesels KO&G would purchase. Today the 2000 is now the Ashely Drew & Northern 1815, while the 2001 is on the Kyle. There is talk (among the MPHS) of obtaining one of these units when it is retired to restore in original paint.

The KO&G was made up of a rambling, run-down line which served no substantial cities. After takeovers, first by the T&P and then MoPac, the line had financial means to be upgraded. After passing into UP's hands, the upgrading continue until it was almost entirely a 49 mph railroad, but because of its curves and circuitous route, it wasn't capable of becoming a first class line. In comparison, it was 157 miles via the Katy from Denison to Muskogee, and 188 miles via the KO&G between the same cities. After UP's aquisition of the MKT, the company pretty much dropped the K&OG line.

The mainline originally ran from Baxter Springs, Kansas, to Denison, Texas. This served as a direct route between the Missouri Pacific (at Wagoner) and the Texas & Pacific (at Denison). As the Muskogee roads were failing, the T&P acquired this system to keep it's link between Kansas and Texas.

Several lakes were constructed on the KO&G's route that paralleled the Grand River, north of Wagoner, Oklahoma. Construction of Grand, Hudson, and Ft. Gibson Lakes all required some right-of-way relocations. Ultimately the north end from Baxter Springs to Wagoner, Oklahoma, as well as the new line (due to poor traffic) were abandoned.

Today, only a few miles of the original KO&G line still remain. Part of the old line on the UP's Cherokee Sub main is still in use. Near Wagoner, UP also uses the former KO&G main as a siding/yard off the Coffeyville Sub. BNSF (under contract with the UP) uses a short section in Henryetta to serve a glass plant. (sources: Chris Cravens-Handbook of Texas Online/Joe Pike - KO&G Mailing List)

Related Links:

KO&G 1529 - at Wichita, Kansas circa 1953. This neat little caboose with the odd end cupola arrangement rides on an old steam tender frame, and was one of two home-built by Midland Valley. - photographer unknown, John C. La Rue, Jr. collection, used with permission. Contact John for a list of his r.r. photos.

The Texas-New Mexico (T-NM)
Subsidiary of - Texas & Pacific
Chartered -
Empire - Texas, New Mexico

The Texas & New Mexico was a subsidiary of T&P. Basically the Texas and New Mexico was a long branchline extending from  Monahans, Texas (East of  Sierra Blanca -- west of Midland-Odessa) up to Lovington, New Mexico, it came off the route into El Paso.

It then became known as the T-NM Sub after the line was fully merged into the MoPac. It was part of the Rio Grande Division and broke off the Toyah Sub (part of the line between Dallas and El Paso) at Monahans, TX (MP609.4). It was 105 miles in length heading north out of Monahans. Monahans is about 249 miles east of El Paso. UP has since spun this line off to a shortline operator. (Tuch Santucci)


The Texas & Pacific - Missouri Pacific Terminal (T&P-MPT)
Subsidiary of - Texas & Pacific, Missouri Pacific
Chartered -
Empire - Texas

Central Branch Union Pacific (CBUP)
Subsidiary of - Missouri Pacific
Chartered -
1859 (as Atchison & Pike's Peak RR)
Empire - Northern Kansas, South Central Nebraska

Also read Missouri Pacific in Nebraska (Prt 2) for a more detailed outline.

In 1865, the first rails of the Central Branch Railroad were laid, heading west from Atchison, Kansas. The new line of the Central Branch Railroad was built from Atchison to Waterville in late 1867. It would be some time before the open prairies were populated by enough homesteaders to encourage the road to grow. And the new frontier railroad would grow, as newly formed counties and towns were built from the sod the company had income to pay for its expansion.

The railway ran west from the city of Atchison through the fertile country to the Republican Valley, turning to the northwest, and intersecting the Pacific Railroad (predecessor of the Missouri Pacific) at or near the 100th meridian. The Central Branch officials hoped to build northwest and join the Union Pacific in Nebraska. The Central Branch's prospects looked good, but the actual extension of the railroad wouldn't be easy.

The line would next cross Washington and Republic counties in Kansas, and enter Nebraska in Jefferson County. All in all, a prime homestead area of 6,400,000 acres of choice agricultural and stock lands that would be accessible by the proposed extension.

Though this line didn't develop quite as quickly as planned, the rails eventually pushed northwest into Nebraska to serve the towns of Superior, Hastings and as far north as Prosser.

Missouri-Illinois (M-I)
Subsidiary of - Missouri Pacific
Chartered - 1921

Empire - Missouri, Illinois

The Missouri-Illinois was part of MoPac's family since the steam-filled days of April, 20 1929. M-I subsidiary MRBT (Mississippi River & Bonne Terre) was leased by M-I. The Missouri-Illinois was a major shortline running along both sides of the Mississippi River south of St. Louis. It was wholly owned by the Missouri Pacific from July 1, 1929 after the consolidation of a number of Missouri and Illinois shortlines. The M-I served the rural parts of Missouri and Illinois - for a small railroad it was an impressive carrier of freight, mineral ore, coal, passengers, and even operated a ferryboat transfer service, all in just 200 miles of mainline.

The Missouri-Illinois was originally formed in 1921 out of the banckrupt Illinois Southern (itself the consolidation of the old Illinois Southern and the Southern Missouri Railway - both created in 1900 to build a route from Mississippi to Kansas City) The Illinois Southern suffered a major disastor when it's steamship ferry sank in 1920, literally taking half of the railroad with it, thus forcing the railroad out of business. This foreclosure brought about the creation of the M-I, which took over the line.

The Mississippi River & Bonne Terre RR (MR&BT) was the primary subsidiary of the M-I. Formed on May 11, 1888 and spreading from Bonne Terre northward to Riverside, Missouri and connecting to the St. Louis, Iron Mountain & Southern, the MR&BT road operated over 66 miles of railline at it's peak. It's primary resource was the wealthy mineral stronghold of southeastern Missouri.

M-I is perhaps most remembered for their ALCo diesels. The road bucked the EMD trend and bought almost exclusively ALCo-built road switchers for their operations (with the exception of a few EMD switch engines). First came a single RS-2 (one of only four system-wide) The M-I must have liked the RS, because for their next aquistion they again ignored the popular GP7 in preference for the new RS-3 roadswitcher, purchasing a total of 13 of these units, a third of the total aquired by the whole MoPac system. These units had "Missouri Illinois" spelled out on their sides in the blue and gray scheme. By the age of the screaming eagles, ownership of these units was reduced to simple sublettering under the parent company's emblem.

The Missouri Pacific aquired a controlling interest in both the M-I and the MR&BT on July 1st, 1929. These two shortlines were then consolidated and the Missouri-Illinois ran as a subsidiary until October 25th, 1978. The small Missouri-Illinois was the last railroad to officially fall under the Mopac flag, being merged on November 1, 1978. (source: Cabooses of the Missouri Pacific Lines, by G. J. Michels and Missouri Pacific Diesel Power, by Kevin EuDaly)

Missouri-Illinois 4-4-0 205 - with two passenger cars - Donald Furler Photo / Todd Greuter Collection

The Chicago & Eastern Illinois (C&EI)
Subsidiary of - Missouri Pacific
Chartered -

Empire - Illinois

Expansion of the Missouri Pacific system continued in a big way in 1967 with the addition of the Chicago & Eastern Illinois Railroad. The aquistion of the C&EI gave Mopac direct access to Chicago from the West and Southwest. The C&EI also provided a direct line between the major Chicago and St. Louis terminals.

As part of the purchase agreement, the C&EI itself was divided between the Missouri Pacific and the Louisville & Nashville Railroad. C&EI's Evansville line was sold to the L&N, though C&EI reatained joint ownership and shared use of the Chicago to Woodland Jct. line. Other assets such as locomotives were also split between the MP and L&N. Units that were no sooner being renumbered for the MoPac roster found themselves going to the L&N system.

The MoPac beagan a rebuilding program on the C&EI almost as soon as it took control of the road in 1967. New shops, yard and terminal expansions, upgrading to heavier weld-rail, CTC installation, bridge rebuilding, and purchases for both new motive power and freight cars. Rebuilding of the systems routes took seven years.

The C&EI, along with the Texas & Pacifc, were formally merged into the MoPac railroad on October 15, 1976. This merger completed MoPac's major goals of assembling all of its component railroads into one 12,000-mile rail system (source-MPL Freight Train Services & Equipment, P. Dorin)

Recommended Links:

Chicago & Eastern Illinois GP7 #209 - on a freight at Chicago, Illinois, October, 1966. Though the C&EI black and white proclaims the road as a seperate entity here, it won't be long before the MoPac subsidiary will see her units being integrated into the MP roster. #209 will become C&EI #74 on the expanded roster before being sold by MoPac to L&N as thier #393. - photo 1966, 1996 by Jerry Appleman.

MoPac in Illinois
By Tuch Santucci

I worked for the MoPac in Illinois in '78 and '79 and into '85 before getting laid off.

Crews that operated into and out of Chicago were based out of Villa Grove, IL, about 126 miles south of Yard Center in Dolton. For a reference point, "the Grove" is about 17 miles southeast of Urbana-Champaign, IL.

Yard Center was the main Chicago classification yard for MoPac and it was a joint facility with the L&N who shared one half ownership of the double track line between Dolton and Woodland Jct, IL. MoPac yard crews handled the switching at Yard Center for both MoPac and L&N. L&N supplied motive power for some of the assignments and this power was free running except for the CHTT RR in Chicago Heights. Chicago Heights Terminal Transfer was all MoPac. L&N units were only allowed onto the line for the purpose of interchange. The nightly Ford Run Transfer often had L&N units for power. L&N and MoPac yard power could be used together in a consist and frequently was.

Trains between Yard Center, 37th Street Yard in Chicago (the intermodal facility) and out of the Belt Railway of Chicago's Clearing Yard included CFZ (Chicago 37th St-Fort Worth Expedited), CHZ (Chicago 37th St-Houston Expedited), CJZ (Chicago 37th St-Jacksonville Expedited, a run-through train with Southern often featuring Southern power and cabooses and also carried a substantial block of manifest freight), CF (Yard Center-Fort Worth manifest), CL (Yard Center-North Little Rock manifest), CSP (Yard Center-St Louis-Pueblo manifest), L405 (BRC Clearing Yard-Salem manifest, this train was essentially a junk train that made pick ups and set outs all the way handling blocks of cars connecting to other trains), BCL (BRC Clearing Yard-North Little Rock) manifest, CG, (Yard Center-Gateway Yard, Alton & Southern manifest), CH (Yard Center-Houston manifest). CFR (Yard Center-Freeport, TX), this train replaced CF in 79. BCL replaced L405 in 79 and eventually CL replaced BCL. Instead of originating at Yard Center, CL originated at Clearing Yard.

Northbound Included LCI (North Little Rock-Chicago, run through manifest to Indiana Harbor Belt at Blue Island Yard), LCB (North Little Rock-Chicago, run through manifest to BRC Clearing Yard), KSC (Kansas City-St Louis-Yard Center), PSC (Pueblo-St Louis-Yard Center manifest), FCZ (Fort Worth-Chicago 37th St Expedited), JCZ (Jacksonville-Chicago 37th St Expedited also carried a substantial block of manifest freight), FC (Fort Worth-Yard Center manifest), I know I am missing a couple.

Coal trains used to operate frequently. For a time, there was always at least one coal train (loaded north, empty south) a day. They often used generic symbol CIC, Coal, Illinois-Chicago. Much of this coal was loaded from on line mines in Central and Southern Illinois. Some was coal to NIPSCO power plants in Baillytown (Burns Harbor), IN and Michigan City, IN. Other coal went to what was called Rail to Water Transfer in South Chicago. This place is now called KCBX. Sometimes the these trains, also referred to as boat coal trains as the coal was loaded onto boats for shipment across the Great Lakes were called RTW trains. Southbound empties were CCI trains.

Grain and potash trains operated sporadically and not with any frequency.

A weekly northbound chemical train operated normally on Friday nights or Saturday mornings. The symbol changed several times. It was AACX, (one of the A's stood for Angleton, TX and the X stood for extra), it was XAC, XHC and at least one other that I cannot recall. This train went to the Chessie System at Barr Yard in Riverdale and on to Midland, MI.    

The industry work from Yard Center to Crete was handled by jobs out of Yard Center and 26th Street Yard in Chicago Heights. South of Crete to Villa Grove was handled by road locals. There was L400/L401 based out of Watseka, IL. This train worked to Chicago as 400 and south as 401. They used to change it and make it a turn that normally went as far north as Grant Park, IL and then back to Watseka. Othertimes it went to Yard Center tied up and went south the following day.

The local between Villa Grove and Watseka was L402, a normal turn that usually never went north of Woodland Jct. It also worked two industrial spurs. 

There were three locals out of Villa Grove, L403, 404 and 406. 403 worked south out of the Grove to Findlay Jct and returned daily. 404 and 406 which became 405 after it was eliminated as the through train worked in and around Villa Grove including handling all yard switching and the Westville Sub. Coal pullers were called as extras as needed to work the mine on the Westville Sub. Without digging out a timetable to refresh my memory, I believe the mine was Ziegler #5.

About all road power showed up on the Chicago and Illinois Subs. Yard power was generally Geeps and MP15's. SW's were not used at Yard Center by the mid 70's. The MP's were quieter and MoPac was trying to appease the complaints of the neighbors who built homes all around Yard Center in the late 60's and early 70's. Locals normally saw Geeps for power. Coal pullers might use geeps or road power.

The double track line between Woodland Jct and Chicago also saw numerous L&N trains daily. MoPac again handled all the local industry work for the L&N on this segment.


Chicago Heights Terminal Transfer (CHTT)
Subsidiary of - C&EI
Chartered -

Empire - Chicago

CHTT is the switching road in south suburban Chicago Heights. C&EI and the Kilgallen family (Don't know if you're old enough to remember Dorothy Kilgallen who was a panelist on many game shows in the 50's and early 60's) were the owners. It was designed by Dorothy's Grandfather. I was told the family still holds an interest in it which is why the name still exists.

The "Terminal" was an interesting operation that from overhead looked just like a giant model railroad. It made a complete oval. You could actually start from point A and head west and return to point A coming back in from the east. I worked on it quite a bit. There were and still are numerous industries along the line including the still very active Ford Motor Company Chicago Heights Stamping Plant.

There was a two stall roundhouse that was active and in use until the early 80's. A fuel track was also located there and a Machinist was stationed there five afternoons per week until 1981 when the job was abolished and he transferred to Yard Center Diesel.

The CHTT which was also referred to as the "Hack Line." (thanks to "Tuch")

Alton & Southern (A&S)
Subsidiary of - Missouri Pacific/Chicago & Northwestern
Chartered -

Empire - St. Louis

The Alton & Southern was and still is a switching railroad in the St. Louis area. It was owned and operated by MoPac and CN&W. After purchasing the road on May 9, 1968, the two roads painted the engines with yellow hoods (after CN&W), blue cabs and frames (after MoPac), and a new A&S herald (a clear hybrid of both road's) on the cab. Today, the Alton & Southern is still around, alive and well, under the ownership of Union Pacific.  

According to former MP engineer C. Cook, who works out of Dupo, Illinois, the A&Syard is not an easy place to work, "...trying to ever get out of, or into, that yard is a long involved affair."

A&S 1517 - An SW1500; The Alton & Southern was and still is a switching railroad in the St. Louis area. It was owned and operated by MoPac and CN&W. After purchasing the road on May 9, 1968, the two roads painted the engines with yellow hoods (after CN&W), blue cabs and frames (after MoPac), and a hybrid herald for the A&S on the cab. The A&S is still alive and well today, under the UP - photo © copyright George Elwood, used with permission.


Other Missouri Pacific Owned Rail Companies

American Refrigerated Transit (ART)

ART was American Refrigerated Transit, a MoPac subsidiary akin to the likes of PFE to SP and at one time, UP before UP and SP split it up and UP's portion became UPFE and BNFE to Burlington Northern. Wabash was a partner in ART at one time as many orange reefers and RBL's wore the ART logo and name along with the buzzsaw and Wabash flag.


ARMH were cars owned by ART through MoPac and leased to Miller High Life. These cars went to Milwaukee to be loaded and were spotted all around the country. I used to see them on the Milwaukee Road's Terre Haute Division all the time and have a story about one particular car and all the beer that "fell out" when I was about 15. The ARMH cars wore box car red with buzzsaws and looked like any other RBL except for the markings. They also said "owned by American Refrigerated Transit" and "Leased to Miller Brewing Company." (Tuch)


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 l Last Update to this page: 16 April, 2008
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