Hiawatha (Milwaukee Road trains): Difference between revisions
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==History== |
==History== |
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[[Image:MILW Hiawatha.jpg|thumb|120px|right|"[[Drumhead (sign)|Drumhead]]" logos such as this often adorned the ends of the [[observation car]]s on the ''Hiawatha''.]] |
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The first ''Hiawatha'' trains ran in 1935. By 1947, there were five routes carrying the ''Hiawatha'' name: |
The first ''Hiawatha'' trains ran in 1935. By 1947, there were five routes carrying the ''Hiawatha'' name: |
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Revision as of 03:03, 22 October 2011
The Hiawathas were named passenger trains operated by the Chicago, Milwaukee, St. Paul and Pacific Railroad (also known as the Milwaukee Road), and traveled from Chicago to the Twin Cities in Minnesota. The original train takes its name from The Song of Hiawatha by Henry Wadsworth Longfellow. There are a number of Hiawatha-themed names within the city of Minneapolis, the terminus of the original train.
History
The first Hiawatha trains ran in 1935. By 1947, there were five routes carrying the Hiawatha name:
- The Twin Cities Hiawatha — the main line route From Chicago through Milwaukee to St. Paul and Minneapolis, in Morning and Afternoon editions;
- The North Woods Hiawatha — a spur route off the Chicago-Minnesota main line leading from New Lisbon, Wisconsin to Minocqua, Wisconsin
- The Chippewa-Hiawatha — connected Chicago to Ontonagon in Michigan's Upper Peninsula via Milwaukee and Green Bay, Wisconsin.
- The Midwest Hiawatha — utilized the Milwaukee Road's mainline across Illinois and Iowa to Sioux Falls, South Dakota and Omaha, Nebraska (the train split into two parts in Manilla, Iowa).
- The Olympian Hiawatha — which traversed the Milwaukee mainline from Chicago-Twin Cities-Seattle/Tacoma.
Twin Cities Hiawatha
The Hiawatha inaugurated service between Chicago and the Twin Cities on May 29, 1935, on a regular, daily 6 hour schedule covering 410 miles (660 km). The first Milwaukee Road Hiawathas were streamlined lightweight trains designed to meet competition from the Chicago, Burlington and Quincy Railroad's (Burlington Route) Twin Cities Zephyrs and Chicago and North Western Railway's Twin Cities 400. Unlike the diesel-powered Zephyrs, the Hiawatha trains were pulled by steam locomotives of the Atlantic (4-4-2) wheel arrangement, though the trains were by no means slow or old-fashioned. The four brand-new A locomotives had streamlining styled by Otto Kuhler, were oil-fired to reduce servicing time en route, and were some of the fastest steam engines ever built, capable of powering their five-car train to in excess of 100 mph (160 km/h). The train's two sets of cars were also new and featured the 'Tip Top Tap' cafe car, three coach cars, one parlor car (Ishkoodah or Minnewawa) and one parlor-lounge-observation car (Nokomis or Wenonah).
Like the Burlington Pioneer Zephyr and Union Pacific Railroad's M-10000 City of Salina, spectators regularly lined the tracks to watch the streamlined Hiawathas and the Milwaukee Road train quickly became an icon of streamlining. Unlike the competition, the Hiawatha train was not articulated and could be changed in length, depending on service needed.
Due to its great economic success, in October 1936 the Milwaukee Road completely re-equipped the Twin Cities Hiawathas with a new ‘1937’ Hiawatha based roughly on the 1935 design. It featured a baggage-‘Tip Top Tap’ car, coaches, a dining car, two parlor cars (Iagoo, Sahwa, Shada, Wawa), and a new beavertail parlor-observation car (Omeme, Opeche).
In September 1938, the train was re-equipped again with the rib-sided ‘1939’ Hiawatha with its famous finned beaver-tail observation car was designed by noted industrial designer Otto Kuhler. In addition, with train lengths increasing to nine cars, the class A locomotives could no longer keep to the required schedule, and so were replaced with the new class F7 4-6-4 “Hudsons”.
From January 21, 1939 the Twin Cites Hiawatha was replaced by two trains — the Morning Hiawatha (trains 5 and 6, formerly the Day Express), and the Afternoon Hiawatha (trains 100 and 101).
Two sets of passenger diesel locomotives were purchased in 1941: a back to back pair of Alco/GE DL-107 locomotives, the #14, and a back to back pair of EMD E-6, the #15. The Twin Cities Hiawatha was partially equipped in May 1942 with coaches, two diners, and two ‘Tip Top Tap’ cars which ran with the 1939 Beaver Tails and parlors. Older series of cars were modified with skirting to run with the newer consists. During the following War years, the trains were loaded out to 15 car consists, and one of the 1942 cars painted in patriotic red, white & blue proclaiming “Buy War Bonds.” The train was so full, that people had to sit on suitcases, or stand in aisles.
In 1947–1948 the Milwaukee Road again re-equipped its major passenger routes with new lightweight equipment.
Midwest Hiawatha
With the delivery of the 1938 trainsets, the original 1935 Hiawatha equipment was reassigned to the Chicago to Omaha/Sioux City route where it ran as the Midwest Hiawatha.
Northwoods Hiawatha
Another train, The Northwoods Hiawatha, ran with older cars from earlier series also. This was a spur route off the Chicago-Minnesota main line leading from New Lisbon, Wisconsin to Minocqua, Wisconsin
Olympian Hiawatha
A new long distance Hiawatha the Olympian Hiawatha from Chicago to the Pacific Northwest was inaugurated in 1947. The sleeper cars and Skytop sleepers were not delivered until late 1948 and early 1949, so the train ran with Pullman heavyweights on the rear end, until delivery of the new cars. The train was designed by famous designer Brooks Stevens of Milwaukee. Six Creek-series 8-bedroom Skytop lounge-sleepers were created, which had more windows and a more bulbous rear end than their Rapids-series parlor Skytop counterparts on the Morning Hiawatha and Afternoon Hiawatha. This train ceased operations on May 22, 1961, and the surplus equipment was sold to Canadian National Railways. One car, #15 Coffee Creek from the Olympian Hiawatha is undergoing restoration. (http://www.coffeecreek.info/)
Morning Hiawatha and Afternoon Hiawatha
In 1948, the new Morning Hiawatha and Afternoon Hiawatha were inaugurated with new diesel-powered trains designed by industrial designer Brooks Stevens. The new trains included new the distinctive Skytop parlor observation cars. These four cars contained a drawing room, swivelling parlor seats and at the rear there was a lounge area with a large expanse of glass windows. Skytop car #186 Cedar Rapids has been beautifully restored and it is owned by a Minneapolis-based organization that operates the Milwaukee Road 261 steam locomotive. The trains made their debut on May 29, 1948, on the thirteenth anniversary of the first Hiawatha.
In 1952, the Milwaukee Road took delivery of ten ‘Super Dome’ cars. Six were assigned to the Olympian Hiawatha, and two each to the Morning and Afternoon Hiawathas.
The Morning Hiawatha (trains 5 and 6) and Afternoon Hiawatha (trains 3 and 2) continued to operate between Chicago and Minneapolis until the latter train was discontinued on January 23, 1970. During this period both trains operated with a consist including coaches, a Super Dome lounge car, dining car (sometimes a Tip Top Tap car), Valley-series parlor cars, and the distinctive Skytop lounge observation car. Starting in 1955, with the Milwaukee Road handling the Union Pacific “Cities” trains between Chicago and Omaha, passenger equipment was painted in the Union Pacific armour yellow and harbor mist grey with red Scotchlite striping. The rest of the fleet was painted this way, except for the heavyweight commuter cars in Chicago. The last runs of the Morning Hiawatha were on April 30, 1971, immediately prior to Amtrak.
Amtrak
From June 5, 1971, until October 1, 1979, there was a service known as North Coast Hiawatha that ran from Chicago, Illinois, to Seattle, Washington. At present, the name lives on in Amtrak's 86-mile (138 km) Chicago–Milwaukee Hiawatha Service on the western shore of Lake Michigan.[1]
Amtrak's Empire Builder traverses the original route of the Twin Cities Hiawatha between Chicago–Minneapolis-St. Paul on the former Milwaukee Road, now Canadian Pacific tracks. Running past the Saint Paul Union Depot on the Short Line, there is a crew change and route change at the Midway station, and the Empire Builder continues on BNSF trackage to Seattle and Portland.
References
Bibliography
- Scribbins, Jim (1970). The Hiawatha Story. Milwaukee: Kalmbach Publishing Co. ISBN 0-89024-018-3.
See also
- Route of The Hiawatha mountain bike trail.
- Hiawatha (Amtrak)