Railroad: Chicago, Milwaukee & St. Paul Railway Company

Various → Milwaukee & Northern → Chicago Milwaukee & St. Paul (1893-1928) → Chicago Milwaukee St. Paul & Pacific

Purchased: 1893 the Milwaukee & Northern railroad.

Operated as "Milwaukee Road" for 87 years.

Sold: In 1928 to the Chicago, Milwaukee, St. Paul & Pacific railroad (Milwaukee Road)

Reference: [MRRC]

Notes

Time Line

1897. Ed. Neubauer, who was recently appointed local inspector of the watches of employees of the St. Paul railway, has already begun his work. Under an ordinance which took effect June 1, every employee in the traffic department or anyway concerned in the handling of trains must before July 1 provide himself with a watch of a specified grade. All watches now in use are to be inspected and all those which do not come up to the standard of not more than 30 seconds variation a week must be replaced by new ones. Beginning June 15 all watches must be inspected once a week, and a careful record will be kept of all inspections. This inspection system will be enforced all along the road, its object being to insure improved efficiency in train service and to provide additional safeguards against accident. [RTR-1897-0710]

1898. In 1891, an act was passed exempting railroads to be constructed north of parallel 44 of latitude from taxes for ten years. Under this act as of 1898, the Chicago, Milwaukee & St. Paul Channing division having 47.05 miles, have been paying no taxes whatever. [DFP-1898-0323]

1899. The arrangement between the CM&StP and the DSS&A, by which the former gains entrance into Houghton, Calumet and other copper country towns, and also into Marquette, has created quite a stir in the upper peninsula. The St. Paul road is to use the South Shore's tracks from Champion to the copper country and those of the Republic branch to Marquette. St. Paul trains are now running through from Chicago and Milwaukee to the points named without change.

A well informed railroad man says that the alliance between the two roads means some more railroad building in Gogebic, Ontonagon and Houghton counties, and that too, at a very early date. "Do you think that the North-Western is going to sit around and see the other fellows get all that rich traffic of the copper country? The North-Western isn't built that way. First thing you know, the C&NW will extend its Choate branch, which ends in the woods twenty odd miles north of Watersmeet, to Ewen, six miles distant, and then run it across country to Rockland or Greenland, a distance of only 25 miles from Choate. A traffic arrangement with the new Copper Range railroad, now nearing completion, would give the C&NW entrance into Houghton and Calumet. Something of the kind will be done next year - see if it isn't."

Another railroad man expressed the opinion that the new deal between the roads would break up "the gentlemen's agreement" that was entered into 12 or 13 years ago between the South Shore and the old Lake Shore (C&NW) regarding the completion of the Gogebic range "loop" by the former. "Three miles of grading and nine miles of rack-laying would complete the Gogebic range 'loop,' and give the South Shore entrance into Ironwood, Hurley and Bessemer" said this gentleman.

General Manager Wright of the new Copper Range road is quoted as follows regarding the new deal: "You can say that the Copper Range will have a Chicago connection. If this deal is a fact, do you suppose that the C&NW is going to lay down and see the St. Paul walk off with the traffic of the copper country and of Marquette?". The new arrangement between the St. Paul and the South Shore went into effect last Sunday. [INR-1899-1202]

1906. An agreement has been signed in Chicago between President Earling of the Milwaukee Road and President Pain of the Copper Range. Milwaukee Road passenger trains will now use the Copper Range tracks via Mass City, to reach the copper country. Until this time, MILW passenger trains had used the South Shore and Mineral Range for many years. The U.S. Express company, which operates over the St. Paul, will be of benefit to the copper country patrols of that company and express will reach the copper country several hours earlier due to beter schedules. [LAS-1906-1103]

1907. Road to Follow Trend of Ore. Crystal Falls and Iron River will be Connected by Strips of Steel. CM&StP Extension To Compete with C&NW

Norway, Mich. January 6, 1907. That the Chicago, Milwaukee & St. Paul railroad will extend its line west from Crystal Falls to Iron River, there to compete with the Chicago & Northwestern for the ore traffic of that rapidly developing mining field, is a project now definitely assured. Not only will the western portion of Iron County bae tapped, but it is reported that the extension will be built to connect with the Wisconsin valley division in the vicinity of Star lake.

This would give a short line from Superior, at the head of Lake Superior, in the western portion of Wisconsin, a convenience sadly lacking at the present time. The survey for the new line will be started during the coming week. It is understood that construction work will be started as soon as snow leaves the ground in the spring.

The extension from Crystal Falls to Iron River will follow as near as possible the ore trend between the two localities, traversing a mineralized zone only meagerly developed, but possessed of great possibilities. Enroute it will open up the beautiful summer resort country in the vicinity of Chicagoan lake. There has been much talk of this extension. It was confidently expected that work would be commenced last year, but owing to the fact that there was no particular opening in the ore shipping line at Iron River at that time - the Northwestern having pretty well corralled the business - and because of the scarcity of labor, the company decided to defer operations.

Now since the advent of new mining interests in the Iron River-Stambaugh district and the assurance of the opening  of a considerable number of new shipping mines, especially on lands controlled by Corrigan, McKinney & Co., which company is particularly friendly to the CM&StP, the railroad people have decided to push on to the west end of the county, subsequently (sic), it is believed, continuing the line to a junction with the Wisconsin valley system.

May Reach Vulcan District

It has developed also that, in the eastern portion of the Menominee range, the proposed extension of the CM&StP contemplates an extension, not only to Norway, but to the Vulcan district as well, thus further cutting into territory here fore monopolized by the C&NW company. Several routes have been surveyed. It is known that the St. Paul company has been tendered some very desirable ore-carrying contracts at Norway and Vulcan if the branch is constructed this year.  Another fact not generally known, one that has heretofore prevented other roads from reaching several mines in the Norway district is that the surface rights contract held by the Northwestern road with the Keweenaw association, covering a period of twenty-five years, expires January 1, 1907 and the mines tied up by this contract are now at liberty to do business with competing lines. [DFP-1907-0107]

1980. Route sold to the Escanaba & Lake Superior railroad.

1891. Purchases 158.9 miles of main line from the Milwaukee & Northern in Michigan. [MCR-1902] Note: [MRRL} says this took place in 1893.

1902. SNAPSHOT. The railroad has 13 crossings of other railroads at grade. C&NW at Balsam, Wabik, Armenia, Antoine, Crystal Falls, Iron Mountain and Menominee. DSS&A at Sidnaw, Champion, Republic and Milwaukee Junction. Ann Arbor railroad in Menominee. and Escanaba Iron Mountain & Western railroad at Antoine. Interlocking systems were in operation at Antoine, Milwaukee Junction, Wabik and Sidnaw, Farmer & Saxby pattern. The railroad crossed under the C&NW at west of Iron Mountain and at Escanaba, under the E&LS at Escanaba, and under the Escanaba Street railroad at Escanaba. The railroad had 94 highway crossings of which 8 were protected by gages or flagmen. The railroad employed 351 people in Michigan, including 25 conductors, 13 engineers and firemen, 53 brakemen, 7 baggagemen, 111 laborers and 14 yardmen. They had 25 track sections in Michigan average length o 6.25 miles, with 2 men in each section. Five largest categories of freight moved in Michigan as a percentage of tons: ore (62%); logs and forest products (27%);  lumber and lathe (6%); coal (3%) and other products (2%). The company works with the United States Express company. System wide (nationally), they have 6,391 miles of telegraph poles, and 25,064 miles of wire. Western Union and Northwestern Telegraph in some cases furnished some material and claim joint ownership. Pullman provides sleeping cars. [MCR-1903]

1908. The Milwaukee Road may join the C&NW in prohibiting friends of departing newlyweds from throwing rice at train stations. Railroad men claim that aside from the fact that stations strewn with rice cause much trouble to the station master, there is a great danger connected with the habit. [DD-1908-0222]