The "Minnesota '400'": C&NW's Upper Midwest Streamliner

Published: November 26, 2025

When the Chicago & North Western Railway (C&NW) introduced the “400” concept in 1935, it reshaped expectations for speed, convenience, and modern rail travel across the Upper Midwest. Named for its promise of covering 400 miles in 400 minutes, the idea was more than clever marketing; it symbolized a bold shift toward streamliner-era thinking even before the railroad adopted truly streamlined equipment.

Among the several “400s” that would eventually crisscross the North Western system, none embodied the blend of regional service, institutional loyalty, and local identity quite like the “Minnesota 400.” Connecting Chicago, southern Wisconsin, and southeastern Minnesota, the train ultimately became one of the C&NW’s best-known regional flagships.

The Minnesota 400 began not as a high-speed Chicago–Twin Cities entry — territory long dominated by Burlington and Milwaukee Road competitors — but rather as a strategic route tailored to serve smaller cities bypassed by the mainline streamliners.

Through its decades of operation, the train experienced wartime pressures, equipment upgrades, extensions into the Dakotas, and multiple name changes, before declining passenger demand after World War II finally brought its end. Yet its legacy lives on as one of the North Western’s most distinctive attempts to combine big-train amenities with regional service.

Chicago & North Western E7A #5018A with Train #518, the "Rochester '400'," at Madison, Wisconsin in July, 1963. Rick Burn photo.

Origins of the “400” Concept

The original Twin Cities 400, inaugurated in 1935, proved so immediately popular that the C&NW set out to duplicate the formula on other corridors. The idea was simple: provide fast, stylish service using upgraded conventional equipment, excellent schedules, and aggressive branding — all without waiting for streamlined cars or expensive lightweight trainsets.

As the “400” moniker gained fame, management recognized that the network of smaller regional markets in Wisconsin and Minnesota offered fertile ground for new variations. Cities such as Mankato, Winona, Rochester, and Faribault had long relied on the North Western for reliable service, yet none enjoyed a showcase passenger train. The railroad aimed to change that.

By the late 1930s the C&NW had settled on creating a new “400” that would reach deep into southeastern Minnesota along a corridor previously served by slower locals and mixed trains. The intent was two-fold: provide a competitive, modern service for regional travelers while using the momentum of the original 400 to build a system-wide brand synonymous with speed and comfort.

Inauguration of the Minnesota 400

The Minnesota 400 officially entered service on April 27, 1936, operating between Chicago and Mankato, Minnesota. While not a full 400-minute schedule, the train embraced the “400” identity through its enhanced running times, parlor-car accommodations, fast dining service, and distinctive branding.

Its early timetable allowed the C&NW to advertise a new level of convenience for southern Minnesota communities. Prior to the train’s introduction, these towns were served primarily by locals that made frequent stops and often required connections to reach Chicago. The new schedule offered a direct, dignified alternative designed to appeal to business travelers, tourists, and those visiting the Mayo Clinic at Rochester — long a major traffic generator for North Western trains.

The Minnesota 400’s launch was warmly received. Train speeds improved almost immediately thanks to track upgrades, simplified station stops, and a streamlined operating plan that emphasized on-time performance.

Although the service lacked the true aerodynamic streamlining seen on other railroads by the late 1930s, the C&NW compensated through spit-and-polish presentation: smartly decorated heavyweight cars, upgraded interiors, and a marketing push that tied the entire “400” family together with a coherent identity.

Motive Power and Early Equipment

Early power for the Minnesota 400 consisted primarily of Class E-2 4-6-2 Pacifics, later replaced by the C&NW’s well-regarded Class E-7 Hudsons, which provided smooth, stable high-speed running ideal for the train’s demanding schedule. These locomotives, fitted with distinctive yellow trim to echo the “400” branding, quickly became synonymous with the service.

Passenger consists in the 1930s and early 1940s were composed of refurbished heavyweight cars, attractively painted in the North Western’s emerging two-tone green scheme. While not lightweight streamliners, these trains were clean, well-appointed, and offered amenities such as:

Air-conditioned coaches
Parlor cars for business travelers
A full dining car (later a grill-lounge combination)
Baggage-mail sections to maintain revenue balance

The railroad made continuous improvements, including mechanical upgrades, improved seating, fluorescent lighting, and redesigned interiors that resembled those of the more glamorous Twin Cities 400.

Extension to Rochester and Winona

The early success of the Minnesota 400 convinced executives that the train could serve even more communities. One of the earliest adjustments was the decision to extend service to Rochester, home of the increasingly famous Mayo Clinic. Recognizing this opportunity, the C&NW adjusted schedules and routing so travelers from Chicago and Wisconsin could reach Rochester without transfers.

A further extension to Winona, positioned along the Mississippi River, allowed the train to reach an additional population center while also securing interchange traffic with other roads serving the river towns.

By the end of the 1930s, the Minnesota 400 had evolved beyond a simple Chicago–Mankato run and had become a more substantial corridor service linking a chain of communities that previously lacked fast, high-quality passenger connections.

Wartime Traffic and Operational Challenges

World War II placed extraordinary demands on the C&NW system, and the Minnesota 400 was no exception. As with most passenger trains of the period, wartime traffic surged far beyond peacetime levels. Coaches overflowed with soldiers, defense-industry workers, Mayo Clinic travelers, and families visiting loved ones. Consists lengthened, dining-car crews struggled to keep up, and schedules stretched under the weight of heavy traffic and priority freight movements.

Steam locomotives were worked to their limits, and the train often exceeded its normal length. Despite these pressures, the “400” reputation for efficiency helped keep the Minnesota 400 competitive and respected during the war years.

The wartime era also cemented the train’s importance to communities along its route. For many towns, the Minnesota 400 wasn’t just a travel option — it was a lifeline.

Postwar Modernization and Dieselization

After the war, the C&NW invested in modernizing its passenger fleet. While it never matched the lavish lightweight streamliners of competitors, the North Western introduced new equipment and gradually dieselized the 400 services.

By the late 1940s the Minnesota 400 was regularly powered by EMD E-units, most commonly E7s and later E8s, wearing the railroad’s iconic yellow and green passenger livery. Diesel power improved reliability, reduced servicing time, and enhanced the train’s modern image.

Postwar upgrades included:

Reclining-seat coaches
Modernized dining cars with efficient grill service
Air-conditioned parlor-lounges
Improved lighting and heating systems
Streamlined baggage-RPO combinations

These enhancements brought the Minnesota 400 closer to the standards of the premier Twin Cities 400, even if the equipment was often rebuilt rather than brand‐new.

Chicago & North Western E7A #5018A has Train #518, the "Rochester 400," at Madison, Wisconsin in July, 1963. Rick Burn photo.

Extension to Huron and the Dakotas

One of the most significant changes to the service came in the late 1940s when the C&NW sought to streamline and consolidate its passenger operations west of Minnesota. The result was the extension of the Minnesota 400 to Huron, South Dakota, replacing older locals and creating a longer Chicago–South Dakota through service.

In response, the railroad felt it necessary for a name change since the train now served the Dakotas. As it result, it was renamed as the Dakota 400 on April 30, 1950.

This broadened the train’s reach but complicated operations. Longer distances required schedule adjustments, and the added mileage reduced the train’s ability to maintain “400-style” travel times. Still, the extension proved useful for travelers heading to and from the Dakotas, and the C&NW continued to market the service under the respected “400” banner.

The Chicago & North Western’s "Rochester '400'" - during its final year of operation - is about to cross the Chicago Great Western at Dodge Center, Minnesota on March 11, 1963. Unknown photographer, Rick Burn collection.

Decline and Discontinuance

By the 1960s, passenger trains across the nation faced steep declines, and the C&NW aggressively sought to reduce its passenger obligations. The long, lightly populated stretches west of Minnesota proved especially difficult to sustain.

On October 21, 1960, the North Western was given permission to cut back service between Mankato and Rapid City, subequently resulting in another name change as the Rochester 400 on October 24th.

The final remnants of the once-proud service disappeared altogether on July 23, 1963, marking the end of an era for the towns it had served for more than three decades. While the Twin Cities 400 survived a bit longer, the Minnesota 400’s lineage ultimately succumbed to the same forces that reshaped American intercity travel in the postwar world.

Legacy of the Minnesota 400

Although not as famous as the Twin Cities 400, the Minnesota 400 has a distinct legacy:

It brought streamliner-level service to communities bypassed by major rail corridors.
It showcased the C&NW’s ability to deliver high-quality regional travel with rebuilt equipment and smart scheduling.
Its extensions into Dakota territory demonstrated the railroad’s continual effort to adapt to changing passenger needs.
It maintained a loyal customer base, particularly those traveling to Rochester and the Mayo Clinic.
It embodied the North Western’s broader strategy of making the “400” brand a system-wide standard of excellence.

For rail historians, the Minnesota 400 offers a compelling case study in how railroads balanced prestige, practicality, and regional service. Its history echoes the rise and decline of midwestern passenger trains in the 20th century — from optimism and wartime necessity to postwar adaptation and eventual obsolescence.

Chicago & North Western E8A #5030-A, the final run of Train #518, the "Rochester 400," in Des Plaines, Illinois running an hour late on July 23, 1963. Rick Burn photo.

Conclusion

The Minnesota 400/Dakota 400/Rochester 400 stands today as one of the most interesting and influential members of the “400” family. Born in an era of optimism, shaped by wartime pressures, modernized through dieselization, and ultimately challenged by changing travel habits, the train served a region whose connection to Chicago was strengthened through its daily operation.

While the train did not achieve the glamour of the great transcontinental streamliners, it succeeded in its mission: providing fast, dependable, and comfortable service to communities that might otherwise have been overlooked. For more than thirty years it symbolized the C&NW’s commitment to quality regional passenger rail service, and it remains an important chapter in the rich tapestry of Upper Midwest railroad history.