The Land Grant Act of Congress approved March 3, 1857, when Minnesota was still a Territory and not a state, conferred on the then called Southern Minnesota Railroad Company "lands, interests, rights, powers and privileges" for the proposed line of railroad from St. Paul via Mankato, Minnesota, and other points named to the southern boundary of the state in the direction of the mouth of the Big Sioux river. The Minnesota Valley Railroad Company was organized in 1864 under an act of the Minnesota Legislature approved March 4, 1864. This granted to the new company the Southern Minnesota Railroad grant.[8]
In 1869, the Minnesota Valley Railroad and Minnesota Central Railroad Company built a bridge across the Mississippi between Mendota and St. Paul at Pickerel Lake. It was the predecessor of today's Omaha Road Bridge Number 15. A freight house was constructed in St. Paul at the foot of Robert Street. The name of the company changed on April 7, 1869, to the St. Paul and Sioux City Railroad. The railroad had reached Mankato at the bend of the Minnesota river, and left the river valley to reach Lake Crystal, Minnesota.[8] By September 1872, the track was completed to Le Mars, Iowa, where it joined the Iowa Falls and Sioux City railroad, a predecessor of the Illinois Central Railroad.[9] On October 1, 1872, the railroad was in regular operation from St. Paul through to Sioux City. This main line from Mendota to Le Mars became the St. Paul and Sioux City division, and eventually the Western Division.[7]
Creation
The North Wisconsin Railway was merged along with Chicago, St. Paul and Minneapolis Railway to become the Chicago, St. Paul, Minneapolis and Omaha Railway in 1880.[10][6][11] The C. St. P. M. & O. then purchased the St. Paul and Sioux City in 1881.[6] The route was a bow shape between Le Mars to the Twin Cities to Elroy, Wisconsin. The railroad connected the Eastern and Western divisions through trackage leases on the Minneapolis and St. Louis at Merriam Junction to Minneapolis, the Great Northern between Minneapolis and St. Paul, and the Milwaukee Road between Mendota and St. Paul.[7]
The Omaha would go on to acquire the Menomonie Railway, the Sault Ste Marie and Southwestern Railway, the Superior Short Line Railway, the Watonwan Valley Railway, the Des Moines Valley Railway, the Chippewa Valley and Northwestern Railway, and Eau Claire, Chippewa Falls, and Northeastern Railway.[13]
Chicago and North Western
In November 1883, control passed to the Chicago and North Western Railway Company.[13] At the end of 1956, C. St. P. M. & O. operated 1,616 miles of road and 2396 miles of track; that year, it reported 2,115 million ton-miles of revenue freight and 65 million passenger-miles.
Union Pacific
Although the CMO had long been absorbed by the C&NW before that railroad was purchased by the Union Pacific, the UP still uses the CMOreporting mark on cars.[14]
Derailment
The Pikes Creek Tragedy was a derailment that occurred on On Oct. 2, 1884, on the Bayfield branch roughly midway between the towns of Bayfield and Washburn, Wisconsin costing the lives of 10 men and injuring several others.
Disposition of lines
Close-up of generic 4-4-0 locomotive featured on stock certificate
The following main lines were part of the Omaha Road:[15]
Part of Canadian National's line to Chicago. CN connects at the Itasca yard and follows the Omaha right-of-way to Gordon where it then connects to former Soo Line tracks heading South East
St. Paul and Sioux City Division: Minneapolis-St. Paul to Sioux City, Iowa
Railroads in italics meet the revenue specifications for Class I status, but are not technically Class I railroads due to being passenger-only railroads with no freight component.
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