In May, 1928, Missouri Pacific occupied its new 22 story general office building in downtown St. Louis and continued the task of amalgamating its merged properties into a smooth running and efficiently functioning system. While a court order forced him to divest control of the latter in 1888 he used the quartet to greatly increase his presence throughout Texas. The Burlington Northern mainline is in the background. A threat to the efficiency of traffic handling at the important St. Louis gateway developed in 1966 when the Cotton Belt, a Southern Pacific subsidiary, attempted to monopolize the Alton & Southern Railroad, a vital terminal switching facility. In his book, "The Texas Railroad: The Scandalous And Violent History Of The International And Great Northern Railroad, 1866-1925," author Wayne Cline points out that the StL&IM was originally envisioned to exploit iron ore deposits located aroundIronton, Missouri. West from that point the railroad was purposely located away from the Missouri River for fear that it would be unable to compete with the steamboats. However, it really took off following several bankruptcies and the Staggers Act's passage in 1980. A multi-stage modernization program carried out at Mo-Pac's major freight car repair complex at DeSoto, Mo., was completed in 1966 with construction of a car fabricating shop, the seventh new structure built during the project. For the automobile industry, Mo-Pac also operates special trains that carry parts to assembly plants and move finished vehicles to unloading/distribution facilities at strategic trackside locations. Gould noted the westward expansion policy of the new Missouri Pacific Railway as a threat to his Union Pacific, and in 1879 he bought a controlling interest in the company and became its president. Its new success and the mega-merger movement led to its 1982 acquisition by Union Pacific. Missouri railroads date back to 1849 when the Pacific Railroad (predecessor to the Missouri Pacific) was chartered to connect St. Louis with points to the west. Modernization of the properties continued uninterruptedly, and in November, 1959 a $13-million double-crest automatic freight car classification yard was opened for service in Kansas City, Mo. In short, the MP owned a web of main lines and secondary corridors which were spread out across Missouri, Kansas, eastern Colorado, eastern Nebraska, Oklahoma, Arkansas, Texas, and Louisiana. Between 1885 and 1892, however, there was a large increase of Missouri Pacific mileage through construction of subsidiary lines. The time from San Francisco to St. Louis was 24 days, 18 hours and 26 minutes, about 10 days faster than the old Isthmus of Panama route. The Missouri Pacific Railroad ( reporting mark MP ), commonly abbreviated as MoPac, was one of the first railroads in the United States west of the Mississippi River. The people of Missouri then had their first look at a steam railroad. If you are researching active or abandoned corridors you might want to check out the United States Geological Survey's (USGS) Historical Topographic Map Explorer. According to Joe Collias's book "Frisco Power: Locomotives And Trains Of The St. Louis-San Francisco Railway, 1903-1953," it was chartered in March of 1849 by the State of Missouri to link St. Louis with the Pacific coast. The new entity was called Pacific Rail Systems; though part of the Union Pacific Corporation, all three railroads maintained their own corporate and commercial identity. State aid was sought and secured and efforts to sell stock increased. The former was reorganized as the Missouri Pacific Railway (1872) while the latter became the St. Louis & San Francisco Railway (1876), better remembered as the "Frisco.". The company continued to use it in marketing high-speed freight services. complete with an eagle adorning the locomotives nose. It is difficult to truly articulate just how much material can be found at this website. In 1964, Mo-Pac's Texas and Pacific Railway subsidiary assumed control through stock purchase of three railroads making up the 767-mile Muskogee Co. system which operated in Oklahoma, Kansas, Arkansas and Texas. MISSOURI PACIFIC RAILROAD #1847 ORIGINAL KODACHROME SLIDE. On December 1, 1989, the Missouri Kansas Texas and the Galveston, Houston & Henderson were merged into the Missouri Pacific after having been acquired by the Union Pacific Corporation in 1988. It operated between St. Louis, Missouri and Denver, Colorado, using MP trackage from St. Louis to Pueblo, Colorado and traveling on the Denver & Rio Grande Western Railroad from there to Denver. St. Louis - Sedalia - Kansas City - Omaha, Osawatomie, Kansas - Wagoner, Oklahoma - North Little Rock, Arkansas, Pleasant Hill, Missouri - Wichita - Geneseo, Kansas, St. Louis - Little Rock - Texarkana, Texas, East St. Louis, Illinois - Poplar Bluff, Missouri, Little Rock - McGehee, Arkansas - Lake Charles, Louisiana, Brownsville, Texas - Baton Rouge - New Orleans, New Orleans - Donaldson - Alexandria, Louisiana, El Paso - Longview - Livonia, Louisiana - New Orleans. In this table "MP" includes New Orleans Texas & Mexico and all its subsidiary railroads (Beaumont Sour Lake & Western, I-GN, StLB&M, etc.) Cause: Gunfire Union Pacific, Missouri Pacific Lines, Soo Line. But the all-important thing was that the service was in operation by 1874. Troy, N.Y. It was a major hauler of coal, grain, ore, autos, dry goods and shipping containers. The fight was finally resolved when the"Gould-Huntington Agreement" was signed on November 26, 1881. Missouri Pacific Railroad "The MOPAC" MP GP #1606, at Monroe, LA. The accounting data in this report, therefore, cover the period from . These were the St. Louis & Iron Mountain, the Cairo & Fulton, the Southwest Branch of the Pacific Railroad, the North Missouri, and the Hannibal & St. Joseph. The Iron Mountain was begun at St. Louis in 1853. Additional freight fleet service facilities built new or expanded in this period included the installations at Wichita; Omaha; San Antonio', Ft. Worth, Laredo and Marshall, Texas, and Avondale, La. In 1916 they were sold to the New Orleans, Texas & Mexico Railway, and operated as the Gulf Coast Lines. On May 2, 1872 the company's name was changed to the Texas & Pacific Railway and just a year later, the first segment between Marshall and Texarkana was completed (December 28, 1873). However, Don Strack rescued the data and transferred it over to his UtahRails.net site (another fine resource). With the death of Mr. Baldwin in 1946, Paul J. Neff, then senior executive assistant in charge of the lines in Texas, became chief executive officer under the Trustee. As a result, any attempt to do so here would be impossible. In 1872, the Pacific Railroad was reorganized as the Missouri Pacific Railway by new investors after a railroad debt crisis. Meanwhile, work on the Iron Mountain had continued southward from St. Louis and by May, 1857, the 800-ft.-long tunnel at Vineland had been completed along with a bridge over the Meramec River. Both setbacks left him only in command of the Iron Mountain and Missouri Pacific. This is the movement of great tonnage's of single bulk products between two points on a regularly scheduled basis. An early obstacle that had to be overcome by the railroad's builders was the requirement of the U.S. War Department that Iron Mountain trains had to be pulled by horses or mules through the government property at the St. Louis Arsenal, the U.S. Marine Hospital and at Jefferson Barracks to avoid the hazard of fire from sparks from the woodbuming locomotives. The Missouri Pacific Railroad logo (blue). [1] The line was merged with the St. Louis, Iron Mountain and Southern Railway (SLIMS) and reorganized as the Missouri Pacific Railroad in 1917. But Mo-Pac's most ambitious application of computer technology to date has been its Transportation Control System (TCS), a computer-based management information and control system that actually exceeds in scope and complexity the Apollo Moon Program used to launch, guide and land the astronauts. and cost the company $7,650.00. Unfortunately, despite escaping the Goulds' grip the railroad remained hampered by heavy debt and in need of considerable improvements. Two years in building, it embodied the latest advances in electronic technology. Under his direction the T&P continued its march, reaching Sierra Blanca in West Texas onDecember 16, 1881 with a goal of connecting to the Southern Pacific at El Paso. The Missouri Pacific Railroad logo (red). Afterwards, four notable systems joined the MoPac: the St. Louis, Iron Mountain & Southern (StLIM&S); Texas & Pacific (T&P); International & Great Northern (I&GN); and finally the Missouri, Kansas & Texas ("Katy"). Mississippi Board Chairman William G. Marbury's candidate to succeed Russell L. Dearmont as president of Mo-Pac was Downing B. Jenks. To speed construction and get into operation as quickly as possible, bridges over the White, the Arkansas and the Red rivers were passed up for the time being and passengers and freight were transferred by ferry until the bridges could be constructed. However, the merger was delayed by parties seeking reconsideration of the Commission's order. With the heart of its business destroyed by fire and almost a tenth of its inhabitants dead of cholera, the city exhibited an ominous picture of early death and financial ruin. And so as it entered its 113th year of service to the public, the Missouri Pacific - Texas & Pacific System, with its 12,000 miles of railroad in twelve states, had become a dominant force in the transportation services available to the dynamic west-southwest territory it helped to build. But Congress denied aid for the Missouri project. These were the St. Louis & Iron Mountain, the Cairo & Fulton, the Southwest Branch of the Pacific Railroad, the North Missouri, and the Hannibal & St. Joseph. Through intensive repairs, the railroad's serviceable cars were increased to more than 97 per cent of its 57,577-car fleet. In addition to these items, we have informative articles about various aspects of the operation of the railroad. Mo-Pac began acquiring C&EI stock in 1961. Railroad Notes, Abbreviations & Sources: Several "2500 Series" GP35s were later re-#d 2600-17. The reorganized Missouri Pacific which Mr. Dearmont now headed continued to progress, with the railroad making an all-out bid to regain freight traffic lost to over-the-highway truck lines. At the time of their construction, these lines were subsidiaries of the Frisco. Announcing the contract, Federal Railroad Administrator Asaph H. Hall noted Mo-Pac's progress in transportation control via TCS. -As it name implies, CTC offers safer and more efficient operations by centralizing dispatching in one location. Location not listed. Ground was broken in 1851 and the first section of track completed in 1852. In 1975, the Federal Railroad Administration awarded Mo-Pac a $5.5 million contract to develop an automated freight car scheduling system, built upon the data base and operating applications of Missouri Pacific's TCS. As a group, these railroads acted as a bridge route, connecting the MP at St. Louis with the T&P at Texarkana, Arkansas/Texas. These routes included the Missouri River Eagle (St. Louis-Kansas City-Omaha), the Delta Eagle (Memphis, Tennessee-Tallulah, Louisiana), the Colorado Eagle (St. Louis-Pueblo-Denver), the Texas Eagle (St. Louis to Texas), and the Valley Eagle (Houston-Corpus Christi-Brownsville, Texas). Missouri Pacific Railroad Operated Routes in the Following States: Arkansas, Colorado . The temporary organization was succeeded by a permanent one, with Thomas Allen as president. Rio Grande FTA #5494 and Missouri Pacific GP7 #4149 layover in Pueblo, Colorado during the 1950s. Author's work. Construction of this segment began on July 19, 1853 but required upwards of seven years before it was finally completed in 1860. The T&P sold the third line -the 104-mile OklahomaCity-Ada-Atoka Railway-to the Atchison, Topeka and Santa Fe Railway. Its last 26 years as an independent entity were defined by strong management and high quality service. Missouri Pacific PA-2 #59 (built as #8016) lays over at the Terminal Railroad Association of St. Louis engine terminal along Scott Avenue, circa 1962. That year, however, turned out to be a very hard one for St. Louis. Union Pacific Corporation, the parent company of the Union Pacific Railroad, agreed to buy the Missouri Pacific Railroad on January 8, 1980. In 1896, Gould's portfolio was handed over to his son, George, who continued his father's transcontinental ambitions. In June, 1950, the Settegast Yard was opened at Houston. The International and Great Northern was completed to Longview where connection was made with the Texas & Pacific. However, physical improvements of the properties and diversification of its services were encouraged by the Federal Court. Vintage 1950's 60's 5 advertising matchbooks, transportation, Railroad, service station. It was also in 1874 that the Union Depot Company in St. Louis was incorporated. Application was made to the Interstate Commerce Commission which authorized the merger in May, 1976, Mo-Pac's 125th anniversary year. Mo-Pac made major strides in improving the efficiency of its operations through mergers and acquisitions. In this regard he did have success. Other installations there have included a rail welding plant, producing quarter-mile lengths of continuous welded rail for the entire system, that was completed in 1967, and a diesel locomotive repair and overhaul complex which began operation in 1969. Mo-Pac's computer applications have since expanded into the areas of traffic and market analyses, equipment control, car accounting and car tracing. Hub of the I-GN, which was built from Longview and Fort Worth to San Antonio and Houston in the late '70s and early '80s, is Palestine, for it is where one stem breaks off to San Antonio and Laredo and the other angles southward to Houston and Galveston. He said, "This is a laudable pioneering effort by the Missouri Pacific and it is one which other railroads may utilize to improve the reliability of the transportation product, the utilization of the freight car fleet and the communication with customers". Efficient movement of freight depends in part on Mo-Pac's locomotive and freight car repair and service facilities, among the most complete and modern in the industry. After hearings were completed, the ICC in 1968 authorized Mo-Pac and the Chicago & North Western Railroad to purchase the A&S. In his book, "The Rebirth Of The Missouri Pacific, 1956-1983," author Craig Miner articulately details how the MoPac became one of the Midwest's most prominent carriers during an era when several others were struggling. By 1994 all motive power of the Missouri Pacific was repainted and on January 1, 1997, the Missouri Pacific was officially merged into the Union Pacific Railroad by the Union Pacific Corporation. This issue was problematic industry-wide, resulting in many trains running far longer than they should have. UP continued to use the MoPac headquarters building at 210 N. 13th St. in downtown St. Louis for its customer service center until February 15, 2005. American-Rails.com In the early years of the 20th century, most Missouri Pacific and St. Louis, Iron Mountain and Southern passenger trains were designated by number only, with little emphasis on premier name trains. The passenger cars which arrived shortly thereafter, seated 60 persons and cost $2,300 each, f.o.b. 810750-455 HO Scale Intermountain 45812-06 MP Missouri Pacific Eagles Route Box Car #18130 $24.95. It was the first railroad to serve Kansas City, Missouri, reached in 1865, after construction was interrupted by the American Civil War. When designing the locomotive, the creative team concentrated on two particular time periods: the 1940s, when Mo-Pac introduced a blue, gray and white color scheme with a thin yellow accent stripe, and the 1960s, when the paint scheme was altered to a solid dark blue with the MP buzz saw logo. Location not recorded. Our History Electronic data processing was expanded; many miles of continuous welded rail were laid; an entirely new and automated wheel shop at North Little Rock was underway in 1963 and the first completely automated railroad freight station in the nation was placed in operation at St. Louis in 1963. The Texas Eagle was an American streamlined passenger train operated by the Missouri Pacific Railroad and the Texas and Pacific Railway between St. Louis, Missouri, and multiple destinations in the state of Texas. Copyright 2007-2023 American-Rails.com. A variety of Eagle trains were operated, with the first such train inaugurated in 1940. Also known as the "Erie War," Gould eventually defeated the Commodorefor control of the company before being ousted, himself, as president in 1872. The three-year Ft. Worth project involved both expanding the yard's capacity and converting it to automated, electronic operation. collection. 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