Chicago, Burlington and Quincy Railroad Company signed by Frederick T. Frehinghuysen - Stock Certificate - SOLDInv# AG1766 Stock
Stock signed on back by Frederick T. Frehinghuysen. SOLD
Frederick Theodore Frehinghuysen (1817-1885) Frederick Theodore Frelinghuysen (August 4, 1817 – May 20, 1885) was a member of the United States Senate representing New Jersey and a United States Secretary of State. Frelinghuysen was born in Millstone, New Jersey, to Frederick Frelinghuysen and Mary Dumont. His father died when he was just three years old, and he was adopted by his uncle, Theodore Frelinghuysen. His grandfather Frederick Frelinghuysen (1753–1804) was an eminent lawyer, one of the framers of the first New Jersey Constitution, a soldier in the American Revolutionary War and a member of the Continental Congress from New Jersey, and from 1793 to 1796 a member of the United States Senate. His uncle, Theodore Frelinghuysen, was Attorney General of New Jersey from 1817 to 1829, was a U.S. Senator from New Jersey from 1829 to 1835, was the Whig candidate for Vice President of the United States on the Henry Clay ticket in the 1844 Presidential election, and was Chancellor of New York University from 1839 until 1850 and president of Rutgers College from 1850 to 1862. Frelinghuysen graduated from Rutgers College in 1836, and studied law in Newark with his uncle, to whose practice he succeeded in 1839, after he was admitted to the bar. He became attorney for the Central Railroad of New Jersey, the Morris Canal and Banking Company and other corporations. He married Matilda Elizabeth Griswold and had three daughters and three sons, including: Frederick Frelinghuysen, George Griswold Frelinghuysen, Theodore Frelinghuysen, Matilda Griswold Frelinghuysen, Sarah Frelinghuysen, Charles L. McCawley, and Lucy Frelinghuysen. Frelinghuysen was a delegate to the 1860 Republican National Convention from New Jersey and from 1861 to 1867 was Attorney General of New Jersey. He was a delegate to the Peace conference of 1861 in Washington, and in 1866 was appointed by the Governor of New Jersey, as a Republican, to fill a vacancy in the United States Senate. In the winter of 1867, he was elected to fill the unexpired term, but a Democratic majority in the New Jersey Legislature prevented his re-election in 1869. In 1870, he was nominated by President Ulysses S. Grant, and confirmed by the Senate, as United States Ambassador to the United Kingdom to succeed John Lothrop Motley, but declined the mission. From 1871 to 1877 he was again a member of the United States Senate, in which he was prominent in debate and in committee work, and was chairman of the U.S. Senate Committee on Foreign Affairs during the Alabama Claims negotiations. He was a strong opponent of the Reconstruction measures of President Andrew Johnson, for whose conviction he voted (on most of the specific charges) in the impeachment trial. He was a member of the joint committee which drew up and reported (1877) the Electoral Commission Bill, and subsequently served as a member of the Electoral Commission that decided the 1876 Presidential election. As a Republican, he voted with the eight-member majority on all counts. On December 12, 1881, he was appointed U. S. Secretary of State by President Chester A. Arthur to succeed James G. Blaine, and served until the inauguration of President Grover Cleveland in 1885. Frelinghuysen retired from work and moved back to his home in Newark. He died there in May, aged 67, less than three months after retiring. He was buried at Mount Pleasant Cemetery, Newark.
The Chicago, Burlington and Quincy Railroad (reporting mark CBQ) was a railroad that operated in the Midwestern United States. Commonly referred to as the Burlington Route, the Burlington, or as the Q, it operated extensive trackage in the states of Colorado, Illinois, Iowa, Missouri,Nebraska, Wisconsin, Wyoming, and also i Texas through subsidiaries Colorado and Southern Railway, Fort Worth and Denver Railway, and Burlington-Rock Island Railroad. Its primary connections included Chicago, Minneapolis–Saint Paul, St. Louis, Kansas City, and Denver. Because of this extensive trackage in the midwest and mountain states, the railroad used the advertising slogans "Everywhere West", "Way of the Zephyrs", and "The Way West".
In 1967, it reported 19,565 million net ton-miles of revenue freight and 723 million passenger miles; corresponding totals for C&S were 1,100 and 10 and for FW&D were 1,466 and 13. At the end of the year, CB&Q operated 8,538 route-miles, C&S operated 708, and FW&D operated 1362 (these totals may or may not include the former Burlington-Rock Island Railroad). In 1970, it merged with the Northern Pacific Railway and the Great Northern Railway to form the Burlington Northern Railroad.
The earliest predecessor of the Chicago, Burlington and Quincy, the Aurora Branch Railroad, was chartered by act of the Illinois General Assembly on October 2, 1848. The charter was obtained by citizens of Aurora and Batavia, Illinois, who were concerned that the Galena and Chicago Union Railroad would bypass their towns in favor of West Chicago on its route; at the time, that was the only line running west from Chicago. The Aurora Branch was built from Aurora, through Batavia, to Turner Junction in what is now West Chicago. The line was built with old strap rail and minimal, if any, grading. Using a leased locomotive and cars, the Aurora Branch ran passenger and freight trains from Aurora to Chicago via its own line from Aurora to Turner Junction and one of the G&CU's two tracks east from there to Chicago. The G&CU required the Aurora Branch to turn over 70 percent of their revenue per ton-mile handled on that railroad; as a result, in the mid-1850s, surveys were ordered to determine the best route for a railroad line to Chicago.
The line from Aurora to Chicago was built through the fledgling towns of Naperville, Lisle, Downers Grove, Hinsdale, Berwyn, and the west side of Chicago. It was opened in 1864, and passenger and freight service began. Regular commuter train service started in 1864 and remains operational to this day, making it the oldest surviving regular passenger service in Chicago. Both the original Chicago line, and to a much lesser extent, the old Aurora Branch right of way, are still in regular use today by the Burlington's present successor BNSF Railway.
The company was renamed Chicago and Aurora Railroad on June 22, 1852, and given expanded powers to extend from Aurora to a point north of LaSalle; this extension, to Mendota, was completed on October 20, 1853. Another amendment, passed February 28, 1854, authorized the company to build east from Aurora to Chicago via Naperville, and changed its name to Chicago and Southwestern Railroad. The latter provision was never acted upon, and was repealed by an act of February 14, 1855, which instead reorganized the line as the Chicago, Burlington and Quincy Railroad.
With a steady acquisition of locomotives, cars, equipment, and trackage, the Burlington Route was able to enter the trade markets in 1862. From that year to date, the railroad and its successors have paid dividends continuously, and never run into debt or defaulted on a loan—the only Class I U.S. railroad for which this is true.
After extensive trackwork was planned, the Aurora Branch changed its name to the Chicago and Aurora Railroad in June 1852, and to Chicago, Burlington, and Quincy Railroad in 1856, and shortly reached its two other namesake cities, Burlington, Iowa and Quincy, Illinois. In 1868 CB&Q completed bridges over the Mississippi River both at Burlington, Iowa, and Quincy, Illinois giving the railroad through connections with the Burlington and Missouri River Railroad (B&MR) in Iowa and the Hannibal & St. Joseph Railroad (H&StJ) in Missouri. In 1860 the H&SJ carried the mail to the Pony Express upon reaching the Missouri River at St. Joseph, Missouri. In 1862 The first Railway Post Office was inaugurated on the H&StJ to sort mail on the trains way across Missouri.
The B&MR continued building west into Nebraska as a separate company, the Burlington & Missouri River Rail Road, founded in 1869. During the summer of 1870 it reached Lincoln, the newly designated capital of Nebraska and by 1872 it reached Kearney, Nebraska. That same year the B&MR across Iowa was absorbed by the CB&Q. By the time the Missouri River bridge at Plattsmouth, Nebraska was completed the B&MR in Nebraska was well on its way to the Mile High city of Denver, Colorado. That same year, the Nebraska B&MR was purchased by the CB&Q, which completed the line to Denver by 1882.
Burlington's rapid expansion after the American Civil War was based upon sound financial management, dominated by John Murray Forbes of Boston and assisted by Charles Elliott Perkins. Perkins was a powerful administrator who eventually forged a system out of previously loosely held affiliates, virtually tripling Burlington's size during his presidency from 1881 to 1901.
Ultimately, Perkins believed the Burlington Railroad must be included into a powerful transcontinental system. Though the railroad stretched as far west as Denver and Billings, Montana, it had failed to reach the Pacific Coast during the 1880s and 1890s, when construction was less expensive. Though approached by E. H. Harriman of the Union Pacific Railroad, Perkins felt his railroad was a more natural fit with James J. Hill's Great Northern Railway. With its river line to the Twin Cities, the Burlington Route formed a natural connection between Hill's home town (and headquarters) of St. Paul, Minnesota, and the railroad hub of Chicago. Moreover, Hill was willing to meet Perkins' $200-a-share asking price for the Burlington's stock. By 1900, Hill's Great Northern, in conjunction with the Northern Pacific Railway, held nearly 100 percent of Burlington's stock.
In 1901, a rebuffed Harriman tried to gain an indirect influence over the Burlington by launching a stock raid on the Northern Pacific. Though Hill managed to fend off this attack on his nascent system, it led to the creation of the Northern Securities Company, and later, the Northern Securities Co. v. United States ruling by the U.S. Supreme Court.
The only major strike in the line's history came in 1888, the Burlington railway strike of 1888. Unlike most strikes, which were based on unskilled workers, this one was based on the highly skilled well-paid engineers and firemen, a challenge to management prerogatives. A settlement would have been much cheaper, but President Perkins was determined to assert ownership rights and destroy the union threat. The fight dragged on 10 months before the financially and emotionally exhausted strikers finally gave up, and Perkins declared a total victory. However, he had spent heavily on strikebreakers, lawsuits, and police protection, hurting the balance sheets and putting the railroad in a poor position to face the nationwide depression of the Panic of 1893.
Following the purchase of the Burlington by GN and NP, expansion continued. In 1908, the CB&Q purchased both the Colorado & Southern and Fort Worth & Denver Railways, giving it access south to Dallas and the Gulf of Mexico ports in Houston and Galveston. It also extended its reach south in the Mississippi Valley region by opening up a new line from Concord, Illinois south to Paducah, Kentucky. It was during this period that the Burlington was at its largest, exceeding just over 12,000 route miles in 14 states by the 1920s. With the First World War having the same effect on the railroad as on all other railroads, during the 1920s, the Burlington Route had an increasingly heavy amount of equipment flooding the yards. With the advent of the Great Depression, the CB&Q held a good portion of this for scrap. Despite the decrease of passengers, it was during this time that the railroad introduced the famed Zephyrs.
In 1929, the CB&Q created a subsidiary, the Burlington Transportation Company, to operate intercity buses in tandem with its railway network. In 1936, the company would become one of the founding members of the Trailways Transportation System, and still provides intercity service to this day as Burlington Trailways.
As early as 1897, the railroad had been interested in alternatives to steam power, namely, internal-combustion engines. The railroad's shops in Aurora had built an unreliable three-horsepower distillate motor in that year, but it was hugely impractical (requiring a massive 6,000-pound flywheel) and had issues with overheating (even with the best metals of the day, its cylinder heads and liners would warp and melt in a matter of minutes) and was therefore impractical. Diesel engines of that era were obese, stationary monsters and were best suited for low-speed, continuous operation. None of that would do in a railroad locomotive; however, there was no diesel engine suitable for that purpose then.
Always innovating, the railroad both purchased "doodlebug" gas-electric combine cars from Electro-Motive Corporation and built their own, sending them out to do the jobs of a steam locomotive and a single car. With good success in that field, and after having purchased and tried a pair of General Electric steeple-cab switchers powered by distillate engines, Burlington president Ralph Budd requested of the Winton Engine Company a light, powerful diesel engine that could stand the rigors of continuous, unattended daily service.
The experiences of developing these engines can be summed up shortly by General Motors Research vice-president Charles Kettering: "I do not recall any trouble with the dip stick." Ralph Budd, accused of gambling on diesel power, chirped that "I knew that the GM people were going to see the program through to the very end. Actually, I wasn't taking a gamble at all." The manifestation of this gamble was the eight-cylinder Winton 8-201A diesel, a creature no larger than a small Dumpster, that powered the Burlington Zephyr (built 1934) on its record run and opened the door for developing the long line of diesel engines that has powered Electro-Motive locomotives for the past seventy years.
After the Second World War, the CB&Q had overworked steam locomotives in a fleet which it was beginning to convert to diesel engines. The company rapidly expanded its diesel program and slowly took steam locomotives out of service. On September 28, 1959, the last steam-powered commuter train from Chicago rolled to a stop in Downers Grove, marking the end of steam passenger operations on the railroad. The last steam in regular revenue service was CB&Q Subsidiary C&S, which operated locomotive 641 until 1962 to serve the Climax Mine near Leadville, Colorado (internal combustion engines were not as effective as steam locomotives due to the high altitude of the mine.)
The Burlington railroad was owned by the Great Northern and Northern Pacific railroads. As early as 1960 the three railroads were planning on merging into one. A proposed name for the merger was "The Great Northern, Pacific and Burlington lines".
As the financial situation of American railroading continued to decline through the 1960s, forcing restructuring across the country, the Burlington Railroad merged with the Great Northern, Northern Pacific, and the Spokane, Portland and Seattle railroads on March 2, 1970 to form the Burlington Northern (26 years later, the BN and Santa Fe Railroads merged to become BNSF). Passenger service was markedly reduced, as people had shifted to using private automobiles for many trips.
The railroad operated a number of streamlined passenger trains known as the Zephyrs which were one of the most famous and largest fleets of streamliners in the United States. The Burlington Zephyr, the first American diesel-electric powered streamlined passenger train, made its noted "dawn-to-dusk" run from Denver, Colorado, to Chicago, Illinois, on May 26, 1934. On November 11, 1934, the train was put into regularly scheduled service between Lincoln, Nebraska, and Kansas City, Missouri. Although the distinctive, articulated stainless steel trains were well known, and the railroad adopted the "Way of the Zephyrs" advertising slogan, they did not attract passengers back to the rails en masse, and the last one was retired from revenue service with the advent of Amtrak.
The Zephyr fleet included:
- Pioneer Zephyr (Lincoln–Omaha–Kansas City)
- Twin Cities Zephyr (Chicago–Minneapolis-St. Paul)
- Mark Twain Zephyr (St. Louis–Burlington)
- Denver Zephyr (Chicago–Denver)
- Nebraska Zephyr (Chicago–Lincoln)
- Sam Houston Zephyr (Houston–Dallas-Ft. Worth
- Ozark State Zephyr (Kansas City–St. Louis)
- General Pershing Zephyr (Kansas City–St. Louis)
- Silver Streak Zephyr (Kansas City–Omaha–Lincoln)
- Ak-Sar-Ben Zephyr (Kansas City–Omaha–Lincoln)
- Zephyr Rocket (St. Louis–Burlington–Minneapolis-St. Paul), jointly with Rock Island
- Texas Zephyr (Denver–Dallas-Ft. Worth)
- American Royal Zephyr (Chicago–Kansas City)
- Kansas City Zephyr (Chicago–Kansas City)
- California Zephyr (Chicago–Oakland): Chicago–Denver handled by CB&Q; Denver–Salt Lake City by Denver and Rio Grande Western Railroad; Salt Lake City–Oakland by Western Pacific Railroad
Other named passenger trains which operated on the Burlington included:
- Adventureland (Kansas City-Billings)
- Aristocrat (Chicago–Denver): replaced the Colorado Limited
- Ak-Sar-Ben (Chicago–Lincoln): replaced Nebraska Limited and replaced by Ak-Sar-Ben Zephyr
- American Royal (Chicago–Kansas City): replaced by the American Royal Zephyr.
- Atlantic Express (Seattle-Tacoma-Chicago): jointly with Northern Pacific Railway
- Black Hawk (Chicago–Twin Cities overnight)
- Buffalo Bill (Denver-Yellowstone) Seasonal tri-weekly service between Denver, Colorado and Yellowstone National Park via Cody, Wyoming
- Chicago Limited (Chicago-Denver)
- Coloradoan (Chicago–Denver): replaced by the Aristocrat
- Denver Limited (Denver-Chicago)
- Exposition Flyer (Chicago–Oakland) in conjunction with D&RGW and WP before the launching of the California Zephyr
- Empire Builder: handled Great Northern Railway's flagship between Chicago and Minneapolis
- Fast Mail (Chicago–Lincoln)
- Mainstreeter: handled the Northern Pacific Railway's secondary transcontinental between Chicago and Minneapolis
- Nebraska Limited (Chicago–Lincoln): replaced by the Ak-Sar-Ben
- North Coast Limited: handled Northern Pacific Railway's flagship between Chicago and Minneapolis
- North Pacific Express (Chicago-Seattle-Tacoma): jointly with Northern Pacific Railway
- Overland Express (Chicago-Denver). This train, along with The Aristocrat and the Colorado Limited, were promoted as companion trains to the streamlined Denver Zephyr
- Shoshone: (Denver-Billings) operated between Denver, Colorado and Billings, Montana, referred to affectionately as "The Night Crawler"
- Western Star: handled the Great Northern Railway's secondary transcontinental between Chicago and Minneapolis
- Zephyr Connection: (Denver-Cheyenne) offered daytime service along Colorado's Front Range between Denver, Colorado and Cheyenne, Wyoming
The California Zephyr is still operated daily today by Amtrak as trains Five (westbound) and Six (eastbound). Another Amtrak train, the Illinois Zephyr, is a modern descendant of the Kansas City Zephyr and the American Royal Zephyr services.
The Burlington was a leader in innovation; among its firsts were use of the printing telegraph (1910), train radio communications (1915), streamlined passenger diesel power (1934) and vista-dome coaches (1945). In 1927, the railroad was one of the first to use Centralized Traffic Control (CTC) and by the end of 1957 had equipped 1,500 miles (2,400 km) of its line.
The railroad had one of the first hump classification yards at its Cicero Avenue Yard in Chicago, allowing an operator in a tower to line switches remotely and allowing around-the-clock classification.
A stock certificate is issued by businesses, usually companies. A stock is part of the permanent finance of a business. Normally, they are never repaid, and the investor can recover his/her money only by selling to another investor. Most stocks, or also called shares, earn dividends, at the business's discretion, depending on how well it has traded. A stockholder or shareholder is a part-owner of the business that issued the stock certificates.