Railroad: Duluth, South Shore & Atlantic railroad

The Duluth, South Shore & Atlantic railroad (DSS&A) was organized in 1890 to purchase the Marquette, Houghton & Ontonagon and the Marquette & Western railroads. At time of purchase, the railroad had already extended from St. Ignace west to Superior, Wisconsin via Marquette, as well as from Soo Jct. to Sault Ste. Marie. It also owned Mineral Range lines into the Keweenaw. In 1951 the DSS&A built the Bergland branch north to White Pine. [MRL]

In 1961, the DSS&A was merged into the Soo Line railroad, and then in 1987 the Soo Line was sold to the Wisconsin Central railroad (new) [MRL]

M&O + MH&O + DM&M Railway. → Duluth South Shore & Atlantic Railway  → Soo Line Railroad

Consolidated lines: In 1886. See below.

Operated for: 71 years (including bankruptcies)

Control acquired by Canadian Pacific in 1888.

Acquired control: Of Mineral Range railroad in 1892.

Bankruptcy: 1937

Reorganized as: DSS&A Railroad i 1949

Merged: Mineral Range into DSS&A RR in 1949

Became: Soo Line Railroad in 1961.

Reference: [MRRC][SSS]

Photo Info: The Chassell Depot with an arriving DSS&A train. Date unknown. [Mark Worrall collection].

Notes

The period of ownership by the Mackinaw & Marquette was very brief. It appears that this railroad existed to consolidate affairs in anticipation of a reorganization or sale to the DSS&A. We do not list the M&M as a railroad in our index.

Consolidated the Mackinaw and Marquette, Sault Ste. Marie and Marquette, Wisconsin Sault Ste. Marie and Mackinaw, and the Duluth, Superior and Michigan in 1886. Leased the Marquette & Ontonagon in 1887. Controlled 25% of Sault Ste. Marie Bridge Company in 1887. DSS&A became controlled by the Canadian Pacific Ry. in 1888. Bought the Marquette, Houghton and Ontonagon in 1890. [MRRC]

A DSS&A Historical Society copy of a telegram dated December 30, 1960 indicates "that the Minneapolis St. Paul & Sault Ste Marie Railroad Company and Wisconsin Central Railroad Company into the Duluth South Shore and Atlantic railroad company as surviving corporation with name changed to Soo Line Railroad Company has been filed and this date and the merger is now effective." [DSSAHS]

Time Line

Previous to 1886. Built Marquette to Ishpeming (1857); Ishpeming to Champion (1865); Humboldt to Republic (1872), Champion to L'Anse (1872) St. Ignace to Marquette (1881); L'Anse to Houghton (1883); Marquette to Winthrop Junction (1884). [MCR-1904]

1883. Messrs. Newberry & McMillan, Francis Palms and the group of capitalists known as the George I. Seney Syndicate (who built the Nickel Plate Railroad) have raised a fund of $2 million for the improvements contemplated, and General Manager McCool, of the Marquette & Mackinaw Railroad is now at work superintending the location of the extension from Marquette to Negaunee and Ishpeming, upon which the work grading and construction will begin in about thirty days. "We won't have to borrow a dollar," said Mr. McMillan. "We have got the money all raised and after building the road can issue our securities. That is the way we did the building the Marquette & Mackinaw Railroad. We raised the money, built the road, issued our securities and still hold them."

The distance of the road to be built (the Marquette & Western) from Marquette to the mines is fourteen miles, which with the various little spurs of the line to the several mines makes a total of 17 miles. The country through which is it to be built is very uneven and rocky, and the cost of the work will be upwards of $40,000 per mile. The length of the branch road from the main line to Sault Ste. Marie is 48 miles (three surveys preliminary have already been made but the located line is not yet known) through a heavily timbered country.

In connection with the branch road the same gentlemen will build a bridge cross the ship canal and St. Mary's River, and by the terms of the charter (provided by an act passed by the Dominion Parliament and  a bill passed by the Congress of the United States), the bridge must be completed before 1886.

The benefits to be derived by the gentlemen who have entered into the enterprise might be classed as immediate and prospective. Messrs. Newberry & McMillan have two iron furnaces on the Marquette & Mackinaw, and the extensive wharfs at St. Ignace, besides two or three furnaces on the Grand Rapids & Indiana railroad. They will also construct extensive ore wharfs at Marquette. It is in handling of ore for these places and for shipment down the lakes that the immediate benefits of the extension to the mines will result.

A meeting will be held today to adopt plans for a mammoth iron ferry boat, prepared by Marine Architect Kirby of this city (Detroit), which will be built at once, and which is intended for the transfer of cars across the Straits of Mackinaw.

The benefits from the branch to Sault Ste. Marie are patent. The Canadian Pacific and the Grand Trunk have built their roads to within 60 miles of the St. Mary's River, and, when completed to that point, the bridge across the river and the extension must bring large patronage from both Southeast and East and West and Northwest. In addition there are the lumber and grain interests of Chippewa County, which will provide liberal local traffic.

The effect of even the probability of building the roads in question has been very marked, both in Marquette and Sault Ste. Marie, the people of Marquette being very joyful over the possibility of a relief from a monopoly so long held by the Marquette, Houghton & Ontonagon railroad company, while the citizens of Sault Ste. Marie realize a final outlet to the world in winter. [DFP-1883-0523]

1887. May 16. James McMillan, president of the DSS&A gives notice that hereafter his company will control the DM&M and the MH&O railroads, and will operate them as one line from St. Ignace at the Straits of Mackinaw to Houghton. The following appointments have been made: Andrew Watson, general superintendent; E.W. Allen, auditor and general passenger and ticket agent; William Orr, general freight agent. [PHTH-1887-0516]

1887. October. Built from Sault Ste. Marie to Soo Junction.

1888. February. The application for listing of the DSS&A has gone to the Stock Exchange, but the stock has already been traded in, among the enlisted securities. The road is fully described in the application. The new company is a consolidation of the:

• Sault Ste. Marie & Marquette
• Mackinaw & Marquette
• Wisconsin, Sault Ste. Marie & Mackinac
• Duluth, Superior & Michigan
• Detroit, Mackinac & Marquette (acquired by foreclosure)
• Marquette, Houghton & Ontonagon (leased)

The line is now in operation from St. Ignace to Marquette (152 miles) and from Marquette to Houghton (94 miles). A branch extends from Soo Junction to Sault Ste. Marie (47 miles) and the Marquette & Western with branches to iron mines (about 28 miles).

The road is all graded, and it is in operation from Marquette to Nestoria. From that point to a junction with the Northern Pacific rails will be laid in the spring, and in May the whole road will begin operation. The company is fairly well supplied with equipment and motive power now, but about half as many more engines and cars will be delivered under contract before July 1.

The road is bonded at $12,000 a mile in 50 year 5% first mortgage bonds. The common stock is $12 million and the preferred stock is $10 million. Although the road is now earning interest, the projectors have not yet seen a chance to get their money out. At current prices for the stock the 5% bonds stand them at over 90, and if they hold on to their securities they realize only 2 1/2% at present upon their original subscriptions. [DFP-1888-0226]

1888. September. Built from Nestoria, Michigan to Iron River, Wisconsin.

1888. August. Built the Palmer Branch from Negaunee.

1888. November. Built the Bessemer Branch. (2.23 miles)

1891. May. Built the Bay Mills Branch. (2.25 miles)

1892. December. Built from Iron River, Wisconsin to West Superior, Wisconsin.

1894. June. Built the Newberry Asylum Branch.

1896. December. Notice to Clergymen. Application blanks for half fare permits for the year 1897, via the DSS&A, Mineral Range and Hancock & Calumet railroads may be had at my office free of charge for all regular ordained ministers. A. Lumberthal, Ticket Agent. [IWT-1896-1212]

1898. June. The DSS&A will run a cheap excursion to Detroit via the Detroit & Cleveland Navigation company's steamer City of Alpena, heaving St. Ignace Wednesday June 8th. The rate from L'Anse is $7.00. [LAS-1898-0604]

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]

1903. SNAPSHOT: The DSS&A had 43 stations in Michigan as of this year. The railroad owned 73 locomotives, 41 passenger cars (almost all 8-wheel) and 15 express and baggage cars. They also owned 1,122 box cars, 573 platform cars and 901 ore cars. The five biggest categories of freight hauled were: Ore (48%); lumber (9%); logs (8%); other forest products (7%); and Bituminous coal (5%). [MCR-1904]

1923. The Ahmeek, Allouez, Centennial, Osceola an C&H mining companies were merged into the Calumet & Hecla Consolidated Copper Company. The first four properties had been served by the Mineral Range railroad which was considered expensive. A right-of-way along the Trap Rock River valley was secured and construction begun in June 1924. [CRR] in 1925, the new Trap Rock Valley Railroad was completed reducing C&H dependence on the DSS&A. [CRR]

1938. February 9. The New York stock exchange moved today to delist the DSS&A railway preferred and common stocks. The affected shares have had stock exchange listing for many years. The action of the exchange, taken on its own initiative, was viewed in some Wall Street quarters as marking a new policy for eliminating from the list shares which have consistently lacked earning power for extended periods. [EDP-1938-0210]

1949. November 1. Reorganization of the Duluth, South Shore & Atlantic railway, commonly known as the South Shore, and its subsidiary, the Mineral Range railroad, which have been in bankruptcy since 1937, will be completed November 1, Henry S. Mitchell of Minneapolis, chairman of the reorganization managers announced today.

On that date, a new corporation, the Duluth, South Shore & Atlantic railroad, will consolidate and take over the properties of the two predecessor roads, which will include 555 miles of main line tracks, extending across northern Wisconsin and upper Michigan from Duluth-Superior to Sault Ste. Marie, Mich., and to St. Ignace on the Straits of Mackinac.

The reorganization  plan has been approved by the United States district court in Minneapolis, the ICC and all affected groups of securities holders.

Capital structure of the new DSS&A railroad will consist of 210,000 shares of no-par common stock, with a total stated value of $10,500,000; and $5,000,000 of contingent bonds, bearing interest at four percent only if earned.

The board of nine directors has been approved by the reorganization managers. These directors are:

• R.S. Archibald, president, North Range Mining Co., Negaunee, MI;
• Endicott R. Lovell, president, C&H Consolidated Copper Co., Calumet, MI;
• Ward R. Schafer, vice president and general manager, Coolerator Co., Duluth;
• Peter N. Todhunter, lawyer, Chicago;
• N.R. Crump, vice president;
• J.A. Dundas, treasurer, Canadian Pacific railway, Montreal;
• Henry S. Mitchell, c/o Soo Line Building, Minneapolis;
• Herman F. Schmidt, general superintendent, South Shore railroad, Marquette.

The directors on November 1 will name officers to operate the road. The new company will continue to be affiliated with the Canadian Pacific railway, which will retain a major interest in its securities.

The new South Shore, however, will be operated as an independent railroad, under supervision of its own board of directors. Its executive offices will be in Minneapolis and its operating and traffic headquarters at Marquette with on-line traffic offices also in Duluth-Superior and Sault Ste. Marie, MI.

It will compete aggressively for freight business, particularly bridge line transcontinental traffic received from connecting railways at both east and west terminals. The new road will maintain off-line traffic offices which are now operated at Boston, Chicago, Cleveland, Detroit, New York, Pittsburgh, Portland, Seattle and Washington DC.

The South Shore, a class 1 railroad, has been improved extensively during recent years. Tracks have been rebuilt on main lines and sidings and in yards. New cars and other equipment have been purchased and the road is making rapid progress towards complete dieselization of its motive power. Nine new diesel locomotives already in road and switching service and four more are on order including three two-unit road engines of 2,000 horsepower each. Acquisition of modern diesel power has enabled the South Shore to speed transportation of bridge line traffic as well as freight shipments originated on its own lines.

In addition to Duluth, Superior, Marquette and Sault Ste. Marie, important points served by the main line are Ashland and Marengo, WI and Nestoria, MI. From Soo Junction, near Sault Ste. Marie, a line runs south to St. Ignace, MI where a car ferry line, of which the South Shore is joint owner with the New York Central and Pennsylvania, connects it at Mackinaw City with those two roads.

From Nestoria, a line extends north to the copper and iron mining country of Michigan, serving Houghton, Hancock, Calumet and Lake Linden. At Sault Ste. Marie, MI, a bridge across the river connects the South Shore with the Canadian Pacific at Sault Ste. Marie, ON. At Duluth-Superior, the South Shore connects with major lines serving the northwest. [DFP-1949-1031]

1949. November 3. The board of directors of the DSS&A at its first meeting, elected Henry S. Mitchell, Minneapolis, president of the road. Mitchell was chairman of the reorganization managers of the South Shore and for many years has been counsel of the Canadian Pacific railway in Minneapolis. Other officers elected by directors were:

• P.L. Solether, who was a trustee of the South Shore, vice-president;
• J./C. Peterson, secretary; C.H. Bender, treasurer;
• M.J. Tracy, assistant secretary, and
• William Leicaster, assistant treasurer.

Officers appointed by Mitchell are:

• Leonard H. Murray, assistant to the president;
• Herman F. Schmidt, general superintendent;
• Arthur Stenberg, general traffic manager;
• James B. Donnelly, comptroller;
• Thomas Z. Krumm, chief engineer;
• Arthur C. Greenseth, general mechanical superintendent;
• Thomas J Ruth, purchasing agent, and
• F.M. Sciberlich, freight claim agent.

[IDG-1949-1103]