2600 from 2008 (2007:1), nee 630 2601 from 2501, nee T&P 601 . Leaders of St. Louis secured a Missouri charter in 1849 for the "Pacific Railroad" to extend "from St. Louis to the western boundary of Missouri and thence to the Pacific Ocean". In May of the same year, Mo-Pac and the Mississippi River Corp. filed a joint application with the Interstate Commerce Commission for authority to acquire control of the Santa Fe. In 1937 the first diesel locomotives made their appearance on Missouri Pacific tracks. Another corporate change took place a few years later when, on October 15, 1976, it formally dissolved the C&EI and T&P, giving it a total network of roughly 12,000 route miles. MoPac has actively promoted this new route and is moving an increasing amount of traffic as trade among the U.S.., Canada and Mexico continues to grow. 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. In 1916 they were sold to the New Orleans, Texas & Mexico Railway, and operated as the Gulf Coast Lines. As a group, these railroads acted as a bridge route, connecting the MP at St. Louis with the T&P at Texarkana, Arkansas/Texas. In 1982 the Missouri Pacific merged with the Union Pacific and Western Pacific Railroad companies to form the Union Pacific System, under the holding company Union Pacific Corporation. The unit became MoPac #2260. This latter point also witnessed interchange traffic from the nearby International & Great Northern (I&GN), which connected with the T&P at Longview. During Mr. Jenks' presidency. In addition to these items, we have informative articles about various aspects of the operation of the railroad. One such intermodal service -Piggyback-received substantial upgrading beginning in 1964 with the introduction of the first of a seriesof special piggyback trains to provide highway competitive service between Chicago and St. Louis and key Texas cities. When new streamlined trains were delivered, the Scenic Limited and Rainbow Special names faded, but the Sunshine Special had sufficient name recognition to co-exist along with the new streamliners into the late 1950s. However, the process was slow. Copyright 2007-2023 American-Rails.com. This changed in May, 1915, with the inauguration of the Scenic Limited between St. Louis, Kansas City, and San Francisco. At 12:01 AM onMarch 1, 1956 it finally exited receivership as the Missouri Pacific Railroad containing a 9,710-mile system. This process had actually began in May of 1928 when a brand new, 22-story headquarters building opened in downtown St. Louis at 210 North 13th Street, designed to streamline the operations of its many subsidiaries. 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. James H. Lucas offered to be one of three to make up $100,000, a large sum for those days. While the United States Government was still considering allowing construction of a railroad across federal land in the West, Missouri funded its own first step across the continent. Missouri Pacific Box Car #269057 $52.95. This setback only increased the determination of the Missouri people. So it was not surprising that the 1849 railroad plans were delayed. The H&GN was a wholly-owned Texas corporation, spearheaded by Charles Young. Special Agent Bernard J. Kelly. The Burlington Northern mainline is in the background. Missouri and the West needed railroads, and St. Louisans visualized a railroad all the way to the Pacific Ocean and wanted very much for that railroad to start from their city. But Congress denied aid for the Missouri project. With its driving wheels five feet in diameter, the engine weighed 29,000 lbs. It is an excellent resource with thousands of historic maps on file throughout the country. In addition, Texas awarded twenty sections per mile within its borders. 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. Mo-Pac's acquisition of the C&EI made possible a direct service over the Missouri Pacific System between Chicago and the West and Southwest, bypassing the busy St. Louis gateway via Thebes in southern Illinois. 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. One Mr. Jenks brought in 1961 was John H. Lloyd. This was also true with the Missouri Pacific, which he acquired in 1879. Missouri Pacific E7A #26 departs St. Louis Union Station with train #17, the "Missouri River Eagle," during the 1960s. In 1872 the line was reorganized as the Missouri Pacific Railway, and in 1879 it came under the control of New York financier Jay Gould, who developed a system extending through Colorado, Nebraska, Arkansas, Texas, and Louisiana. Perhaps they had more trackage and trains than either the Union Pacific or the ATSF and certainly more than the CRIP, SLSF or Katy in the state of Kansas. In 1971, Mr. Jenks was elected Mo-Pac chairman and the same year was elected president and chief executive officer of Mississippi River Corp. following the death of Mr. Marbury. Making airfreight and the other elements of total transportation work together has required prompt adoption of new technology, particularly in the areas of traffic control, communications and computer applications. The Kansas City and proved so successful that similar, single-crest classification yard was built in North Little Rock, Ark., and went in service March, 1961. Although no longer active, the Missouri Pacific Railroad, also referred to as MoPac or, more . And Missouri's capitol city was still another seventy miles away. was opened. The train to make that trip was pulled by a locomotive made in the new St. Louis locomotive plant of Palm & Robertson. The people of Missouri then had their first look at a steam railroad. The company also increased its efforts to attract new industries to its 12-state territory. Activity in new railroad building and extension of existing trackage was practically stopped by the 1892 depression, but between then and 1910 major projects completed included the Illinois Division, the lines from Helena, Ark., south to Ferriday, La., the White River line from Carthage, Mo., to Batesville, Ark., and the River Route between Jefferson City and Boonville, Mo. His expansion efforts were so aggressive that, according to the article, "Building The Main Line Of The Missouri Pacific Through Kansas" by A. Bower Sageser, the MoPac had reached Omaha, Nebraska on July 1, 1882 and Pueblo, Colorado on December 2, 1887. 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. In December, 1880 Gould gained control of the I&GN (later leased to the MK&T as of June 1, 1881) and it appeared his grip on Texas was firmly established. The task was especially difficult because the old yard was kept operating while the new one was built on top of it. In this table "MP" includes New Orleans Texas & Mexico and all its subsidiary railroads (Beaumont Sour Lake & Western, I-GN, StLB&M, etc.) during the summer of 2005 and received a number recognizing Missouri Pacifics final year of independence, 1982. 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). In 1885 the management of the Texas & Pacific was separated from that of the Missouri Pacific, and in 1888 the lease of the Katy railroad properties was terminated, a move which divorced the I-GN from Missouri Pacific control. An advertisement of that period stated that at Jefferson City passengers could step from the train to the waiting steamboat and that by this route, the time from St. Louis to Kansas City had been cut to only 50 hours! Corrections? From that humble beginning grew the vast network of rail lines that nurtured the great west and southwest, and from which eventually came the Missouri Pacific Railroad of today. The unit debuted Welcome to our online archives section We have a large collection of documents and images in our archival holdings. Pacific Railroad jobs in Missouri Sort by: relevance - date 19 jobs Train Conductor Canadian Pacific 2.9 Kansas City, MO From $37.72 an hour Full-time + 1 Weekend availability + 1 Conductor Training Class - No Experience Required! A key factor in Mo-Pac's intermodal performance has been the operations of the railroad's two motor carrier subsidiaries: Texas and Pacific Motor Transport Co., and Missouri Pacific Truck Lines, Inc., established in 1929 and 1938, respectively. collection. Texas also was engaged in building railroads before the Civil War. That year, however, turned out to be a very hard one for St. Louis. It featured the use of demountable containers in truck-rail service, the trailer bodies being lifted off their wheels by gantry cranes and deposited onto flatcars for rail transport to destination. Its last 26 years as an independent entity were defined by strong management and high quality service. As it continued expanding westward Jay Gould became involved during the fall of 1879 and subsequently leased it to the MP in 1881. 1, 1956) TCS, whose implementation began in 1969, is helping Mo-Pac to keep an incredibly tight rein on the railroad, to provide pin-point control of 400 trains moving 70,000 cars every day over Missouri Pacific's 12-state, 12,000-mile system. This train was renamed the Texas Eagle in 1981, resurrecting the name of the famous MoPac train. After hearings were completed, the ICC in 1968 authorized Mo-Pac and the Chicago & North Western Railroad to purchase the A&S. An important intermodal step toward total transportation was made in 1972 when Missouri Pacific Airfreight, Inc. began operations in St. Louis. A flat switching yard, Settegast fulfilled a need for expanded facilities to service the fast-growing Texas Gulf Coast petrochemical industry. The lines passenger operations were turned over to the National Railroad Passenger Corporation (Amtrak) in 1971. While these surveys were in progress, efforts were continued to secure aid from Congress. The railroad's largest maintenance center for locomotives and cars is at North Little Rock where an automated wheel shop and airbrake shop were built in 1964. 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. However, the Pacific Railroad itself established a fleet of twelve steamboats to connect with the trains at Jefferson City and transport passengers and freight on up the river to Kansas City and beyond. 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. It was also during this period that the main stem of what later became the Gulf Coast Lines was constructed. Included were 3,217 new freight cars and 156 new locomotives. Later, the San Antonio, Uvalde & Gulf was acquired to round out the system in southwest Texas. Lewis W. Baldwin became president of the company inApril 1923 and the acquisition of the Gulf Coast Lines and the International _Great Northern was an early project of his regime. On March 13, 1974, Amtrak restored passenger train service over segments of Missouri Pacific-Texas and Pacific's original Texas Eagle route between St. Louis, Little Rock, Dallas, Austin, San Antonio, and Laredo with the Inter-American. When Downing Jenks achieved the presidency he immediately took steps to eliminate this money-losing venture, which by 1962 amounted to more than $12 million annually. It survived until Amtrak in 1971. Mo-Pac also has had success in refining its services and in developing marketing concepts that have enhanced the company's competitive position. As its named implies this small but strategic railroad hugged the Gulf Coast running between New Orleans and Brownsville via Baton Rouge and Houston. Of his early escapades, battling the powerful Cornelius Vanderbilt for control of the Erie Railway is the best-remember. It operated a number of popular services but is best known for its fleet ofEagles; theAztec Eagle,Colorado Eagle,Missouri River Eagle,Valley Eagle,Louisiana Eagle, and the renownedTexas Eagle. to promote people already with the railroad and to make room for personnel brought in from outside. 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