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29-642: Stations in italics added later The Twin Cities Hiawatha , often just Hiawatha , was a named passenger train operated by the Chicago, Milwaukee, St. Paul and Pacific Railroad (also known as the Milwaukee Road), and traveled from Chicago to the Twin Cities . The original train takes its name from the epic poem The Song of Hiawatha by Henry Wadsworth Longfellow . There are

58-618: A number of Hiawatha-themed names within the city of Minneapolis, the terminus of the original train. The first Hiawatha ran in 1935; in 1939 the Milwaukee Road introduced a second daily trip between Chicago and Minneapolis. The two trains were known as the Morning Hiawatha and Afternoon Hiawatha , or sometimes the AM Twin Cities Hiawatha and PM Twin Cities Hiawatha . The Milwaukee Road discontinued

87-460: A special rebuild c1953 to make them able to "MU" (multiple unit) with more than one other unit; originally, they only had the MU cables on the rear, meaning that only a back-to-back pair could be made. The two special units had cables put on the front so they could be used to make a 3-unit set for longer trains. #0727 had the nose rebuilt with an access door, raising the headlight and changing the contour of

116-702: The Afternoon Hiawatha in 1970 while the Morning Hiawatha continued running until the formation of Amtrak in 1971. In the 1930s three railroads fiercely competed for daytime passengers on the Chicago–;Minneapolis/St. Paul corridor: the Milwaukee Road, the Chicago, Burlington and Quincy Railroad (the Burlington), and the Chicago and North Western Railway (C&NW). Each managed the roughly 400-mile (640 km) trip between

145-556: The Empire Builder until May 21, 2024, when the daily Chicago–St. Paul Borealis began operation. The Twin Cities Hiawatha ran on the railroad's main line from Chicago and Milwaukee to St. Paul and Minneapolis. Originally only five intermediate stops were made between Milwaukee and St. Paul. Later other stops were added, as well as Glenview, Illinois, between Chicago and Milwaukee. When the Hiawatha began in 1935 about half

174-527: The Skytop parlor observation cars. These four cars had a drawing room and swiveling parlor seats, and at the rear there was a lounge area with an expanse of windows. (One of these cars, #186 Cedar Rapids has been restored and is owned by a Minneapolis-based organization that operates the Milwaukee Road 261 steam locomotive.) The new trains made their debut on May 29, 1948, the thirteenth anniversary of

203-609: 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 had as many as 15 cars, and one of the 1942 cars painted in patriotic red, white & blue proclaiming "Buy War Bonds". Trains were 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 cars. The new Morning Hiawatha and Afternoon Hiawatha were inaugurated with diesel-powered trains designed by Brooks Stevens. The new trains included

232-516: The 1950s. The Rock Island had rival builder EMD repower their newest, the #621, with dual V12 567B engines but this does not seem to have extended its career greatly. The Chicago and North Western retired its DL-107 in 1954 after it developed a cracked frame after a derailment on a turntable. The units on the Milwaukee logged over 3 million miles by 1953, and were overhauled. The electric motors and prime movers were sent to ALCO for rebuilding, and

261-567: The Chicago–Seattle Empire Builder over the former Twin Cities Hiawatha routing since May 1971. From November 1971 to April 1985, a series of other trains also served the routing, providing a second daily round trip at most times. Amtrak briefly reused the Twin Cities Hiawatha name for a Chicago-Minneapolis service from January 16 to June 12, 1972, and October 30, 1977, to April 30, 1978. The corridor only had

290-470: The Twin Cities on May 29, 1935, on a daily 6½ hour schedule over the 410 miles (660 km) to St. Paul. The four new class A locomotives had streamlining 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 trains at sustained speeds more than 100 mph (160 km/h). Patronage was good and

319-593: 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. On July 18, 1960, the eastbound Afternoon Hiawatha struck a truck in the crossing in Newport, Minnesota, and derailed. Dozens of passengers on

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348-504: The Wikimedia System Administrators, please include the details below. Request from 172.68.168.226 via cp1108 cp1108, Varnish XID 219212873 Upstream caches: cp1108 int Error: 429, Too Many Requests at Thu, 28 Nov 2024 07:47:27 GMT ALCO DL-107 All models developed 2,000  hp (1,490 kW). The first unit built as ALCO Specification DL-103b was 4 ft 5 in (1.35 m) longer than

377-432: The consist grew from five cars to as many as nine. In October 1936 the Milwaukee Road re-equipped the Hiawatha with new "1937" Hiawatha trains, improving on the 1935 design. They had a baggage-‘Tip Top Tap’ car, four coaches, a dining car, and three parlor cars, including a new Beaver Tail parlor-observation car. The new cars featured fluted sides, in contrast to the smooth sides of the 1935 edition. The regular consist

406-599: The day and freight trains at night. There were different classes among the New Haven units noting some differences between the manufacture of each batch. Initially, they were simply listed in two groups in the Summary of Equipment, with #0700–#0709 listed separately (with a different weight and tractive effort) than the remaining DL-109 locomotives. The 9-30-1945 Summary of Equipment designates four different classes: DER-1 (Diesel-Electric Road) units #0700–#0709 had

435-480: The delivery of the 1939 trainsets, the original 1935 Hiawatha equipment was reassigned to the Chicago to Omaha/Sioux City route where it ran as the Midwest Hiawatha . Another train, The North Woods Hiawatha , ran with older cars from earlier series also. In June 1941 the two afternoon trains were scheduled for six hours fifteen minutes between Chicago and St. Paul and another half hour to Minneapolis;

464-496: The eastward morning train took five minutes more, and the westward made more stops and was scheduled for eight hours fifteen minutes to Minneapolis. Two sets of passenger diesel locomotives appeared 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

493-540: 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 . Both trains had 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

522-729: The line had cab signaling that lit white, green, or red lights in the locomotive cab. A whistle would sound if the red signal came on. The current route, consisting of five subdivisions, is now owned by the Soo Line Railroad , an in-name-only division of the Canadian Pacific Railway . The current Amtrak Empire Builder in the Chicago to St. Paul portion and the entirety of the Amtrak Borealis follow this route. List of named passenger trains Too Many Requests If you report this error to

551-478: The newer twin 6-cylinder ALCO 539T diesel engines. The DL-103b also had all-electric driven accessories, while the later models had belt-driven accessories. The differences between all subsequent models were minor. The DL-105s went to the Rock Island as #622 and GM&O #270-271. All other early customers got DL-107 cab units and DL-108 boosters until the first DL-109 was delivered to the New Haven. During

580-555: The nose. In the Winter of 1953 to 1954 New Haven A-A-A units #0720-0722 with #0721 in the lead could be seen in far northern Maine on the Bangor and Aroostook Railroad, helping haul massive tonnage of potatoes, usually in the now-famous red white and blue "State of Maine" products reefers. These were leased by The BAR. The DL-109s eventually ran their last miles in the late 1950s in local commuter service around Boston . One special unit

609-399: The original design with a mass of vents on the roof, DER-1b (#0710–#0719) were nearly identical, with square winterization hatches over the roof fan housings (which were also applied to the original units following the winter of 1941), DER-1b (#0720–#0729) and DER-1c (#0730–#0759) all had simplified rooflines, and other minor variations in appearance. The classes would remain

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638-433: The other cab units, and became Chicago, Rock Island and Pacific Railroad #624. The DL-103b had the two radiator sections positioned together at the end of the carbody, while all other units had a split radiator arrangement with one placed at the back of the unit and one situated in the middle. The DL-103b was built with twin 6-cylinder ALCO 538T diesel engines as prime movers ; all other DLs in this series were built with

667-512: The rival EMD E6 ) were not approved for production until early 1945. The first ten, numbers 0700 through 0709, were delivered starting right after the attack on Pearl Harbor in December 1941 from ALCO's Schenectady factory, allowing the road to prove their freight-hauling abilities just in time. The New Haven owned the most DL-109s, rostering 60 units (of the 62 built) in 1945. The New Haven DL-109s could be found hauling passenger trains during

696-498: The same until the start of an extensive rebuilding program. In the 6-30-1949 Summary of Equipment the class designations were adjusted into three classes: DER-1a (#0700–#0709), DER-1b (#0710–#0749) and DER-1c (#0750–#0759). The class was rebuilt from 1949 to 1951, replacing the plywood sides, removing the decorative side windows in favor of a steel screen, and several other changes, with only #0740 retaining its original appearance after being rebuilt. Two DL-109s received

725-530: The train to Chicago suffered minor injuries, but only ten were hospitalized overnight. The Afternoon Hiawatha ended on January 23, 1970. The Morning Hiawatha continued until the formation of Amtrak, making its last run on April 30, 1971. Amtrak retained a single Chicago-Minneapolis frequency with the Burlington Northern 's Empire Builder , which was re-routed over the Milwaukee Road's line through Milwaukee to St. Paul. Amtrak has operated

754-821: The two cities in 10 hours, at an average speed of 40 miles per hour (64 km/h). In 1934 each of the railroads committed to introducing new services which would reduce the travel time to 6½ hours to St. Paul. The Burlington introduced the Twin Cities Zephyr , a diesel-powered streamlined trainset, while the C&;NW's Twin Cities 400 used refurbished steam locomotives and conventional passenger equipment. The Milwaukee Road ordered new steam locomotives from American Locomotive Company and constructed new passenger cars in its own shops. All three trains entered service in 1935. The first Hiawatha ran between Chicago and

783-694: The war, the Gulf, Mobile & Ohio and Southern Railway bought DL109s and the Southern bought the only DL-110. It is not known whether this is because the model was a significant improvement, was the model approved for wartime production, or both. The New York, New Haven and Hartford Railroad received special permission from the War Production Board to purchase #0710–#0759 as dual-use (passenger/freight) locomotives; they were built between 1942 and 1945. Passenger-only locomotives (including

812-506: Was nine cars. In September 1938 the train was re-equipped again with the "1939" Hiawatha with its famous finned Beaver Tail observation car, designed by noted industrial designer Otto Kuhler . Kuhler also styled the new Class F7 4-6-4 “Hudsons” which displaced the Class As. From January 21, 1939, the Twin Cities Hiawatha became two trains: the Morning Hiawatha (trains 5 and 6), and the Afternoon Hiawatha (trains 100 and 101). With

841-587: Was retained through the 1960s in Boston as a power plant; #0716 was converted in late 1958 to produce power for a test third rail in Boston, only having a single 539T prime mover. Eventually #PP716 became the last DL-109 on the face of the earth and fell to the scrappers torch under the Penn Central at Dover Street Yard in Boston, in August 1970. The DL-109s of the other railroads were primarily scrapped during

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