The Nation Pays Again: the Demise of the Milwaukee Road

Class I railroad that operated in the Midwest and Northwest of the U.s.a.

Chicago, Milwaukee, St. Paul and Pacific Railroad

Milwaukee Road organization map
Twin Cities Hiawatha postcard from 1935
Overview
Headquarters	Chicago, Illinois
Reporting mark	MILW
Locale	Midwestern and Western United States
Dates of performance	1847–1986
Successor	Soo Line Railroad Most trackage in Southward Dakota and Montana is now operated past the BNSF Railway Some trackage in Washington is now operated by the Union Pacific Railroad Some trackage in the Midwest is now operated by the Canadian Pacific Railway (Soo Line Railroad'due south parent company) Some trackage in Wisconsin is now operated by the Wisconsin and Southern Railroad
Technical
Rails estimate	4 fteight+ one⁄2  in (1,435 mm) standard gauge
Length	11,248 miles (18,102 km) (1929) three,023 miles (4,865 km) (1984)

The Chicago, Milwaukee, St. Paul and Pacific Railroad (CMStP&P), frequently referred to equally the "Milwaukee Road" (reporting marking MILW), was a Class I railroad that operated in the Midwest and Northwest of the United States from 1847 until 1986.

The company experienced financial difficulty through the 1970s and 1980s, including defalcation in 1977 (though it filed for bankruptcy twice in 1925 and 1935, respectively). In 1980, it abased its Pacific Extension, which included track in u.s. of Montana, Idaho, and Washington. The remaining system was merged into the Soo Line Railroad (reporting mark SOO), a subsidiary of Canadian Pacific Railway (reporting mark CP), on January 1, 1986. Much of its historical trackage remains in apply by other railroads. The company brand is commemorated by buildings similar the celebrated Milwaukee Road Depot in Minneapolis and preserved locomotives such equally Milwaukee Road 261 which operates excursion trains.

History [edit]

Map of the Milwaukee & Mississippi RR. In 1851, twenty miles of rail were laid due west of Milwaukee and Waukesha. By 1854, the line had reached Madison. On May 23, 1854, about two,000 people from Madison and the surrounding countryside gathered to watch the arrival of the commencement passenger train.^[1]

Milwaukee Road 261 is a preserved Milwaukee Road steam locomotive that operates excursion trains.

Share of the Milwaukee and St. Paul Railway Company, issued 12. Dec 1870, signed past Russell Sage

Chicago, Milwaukee, St. Paul and Minneapolis Railroad [edit]

The railroad that became the Milwaukee Road began as the Milwaukee and Waukesha Railroad in Wisconsin, whose goal was to link the developing Lake Michigan port City of Milwaukee with the Mississippi River. The company incorporated in 1847, but changed its proper name to the Milwaukee and Mississippi Railroad in 1850 before construction began. Its first line, 5 miles (8.0 km) long, opened between Milwaukee and Wauwatosa, on November 20, 1850. Extensions followed to Waukesha in February 1851, Madison, and finally the Mississippi River at Prairie du Chien in 1857.^[2]

As a upshot of the fiscal panic of 1857, the M&M went into receivership in 1859, and was purchased by the Milwaukee and Prairie du Chien Railroad in 1861. In 1867, Alexander Mitchell combined the M&PdC with the Milwaukee and St. Paul (formerly the La Crosse and Milwaukee Railroad Visitor) under the name Milwaukee and St. Paul.^[3] Critical to the development and financing of the railroad was the acquisition of pregnant land grants. Prominent individual investors in the line included Alexander Mitchell, Russell Sage, Jeremiah Milbank, and William Rockefeller.^[iv]

In 1874 the name was inverse to Chicago, Milwaukee, and St. Paul subsequently constructing an extension to Chicago in 1872. The visitor absorbed the Chicago and Pacific Railroad Company in 1879, the railroad that built the Bloomingdale Line (now The 606) and what became the Milwaukee District / West Line as function of the 36-mile Elgin Subdivision from Halsted Street in Chicago to the suburb of Elgin, Illinois. In 1890, the company purchased the Milwaukee and Northern Railroad; by at present, the railroad had lines running through Wisconsin, Minnesota, Iowa, South Dakota, and the Upper Peninsula of Michigan.

The corporate headquarters were moved from Milwaukee to the Rand McNally Building in Chicago, America's get-go all-steel framed skyscraper, in 1889 and 1890, with the auto and locomotive shops staying in Milwaukee.^[3] The company'southward general offices were afterward located in Chicago's Railway Exchange building (built 1904) until 1924, at which time they moved to Chicago Union Station.^[5]

Pacific Extension [edit]

In the 1890s, the company'south directors felt they had to extend the railroad to the Pacific to remain competitive with other railroads. A survey in 1901 estimated costs to build to the Pacific Northwest as $45 million (equal to $1.iv billion today). In 1905, the board approved the Pacific Extension, now estimated at $60 million, equal to $one.73 billion today. The contract for the western part of the route was awarded to Horace Chapin Henry of Seattle. The subsidiary Chicago, Milwaukee and Puget Sound Railway Visitor was chartered in 1905 to build from the Missouri River to Seattle and Tacoma.^[six]

Construction began in 1906 and was completed iii years later. The route chosen was 18 miles (29 km) shorter than the next shortest competitor's, every bit well as ameliorate grades than some, only information technology was an expensive route, since the Milwaukee Road received few land grants and had to buy most of the land or acquire smaller railroads.

The ii primary mountain ranges that had to exist crossed, the Rockies and the Cascades, required major ceremonious engineering works and additional locomotive ability. The completion of ii,300 miles (3,700 km) of railroad through some of the nigh varied topography in the nation in only three years was a major feat. Original visitor maps denote v mount crossings: Belts, Rockies, Bitterroots, Saddles, and Cascades. These are slight misnomers as the Belt mountains and Bitterroots are office of the Rockies. The road did not cross over the Little Belts or Big Belts, but over the Lenep-Loweth Ridge between the Castle Mountains and the Crazy Mountains. In 1910, an enormous forest fire erupted in Idaho and many railroad bridges were burned, including a 725-mile long span.^{[ commendation needed ]}

1899 route map from Chicago to Lake Superior

Some historians question the choice of road, since information technology bypassed some population centers and passed through areas with limited local traffic potential. Much of the line paralleled the Northern Pacific Railway. Trains magazine called the building of the extension, primarily a long-haul route, "egregious" and a "disaster."^[vii] George H. Drury listed the Pacific Extension as one of several "wrong decisions" made by the Milwaukee Road's management which contributed to the company'southward eventual failure.^[eight]

Beginning in 1909, several smaller railroads were acquired and expanded to form branch lines along the Pacific Extension.^{[nine] : 15}

• The Montana Railroad formed the mainline route through Sixteen Mile Coulee too as the North Montana Line which extended Due north from Harlowton to Lewistown. This branch led to the settlement of the Judith Basin and, by the 1970s, accounted for 30% of the Milwaukee Road's total traffic.^{[ix] : 75}
• The Gallatin Valley Electric Railway, originally built as an interurban line, was extended from Bozeman to the mainline at Three Forks. In 1927, the railroad built the Gallatin Gateway Inn, where passengers traveling to Yellowstone National Park transferred to buses for the remainder of their journey.^{[9] : 83}
• The White Sulphur Springs & Yellowstone Park Railway, originally built by Lew Penwell and John Ringling, primarily carried lumber and agricultural products.^{[9] : 86}

Operating weather in the mountain regions of the Pacific Extension proved difficult. Winter temperatures of −40 °F (−40 °C) in Montana made it challenging for steam locomotives to generate sufficient steam. The line snaked through mountainous areas, resulting in "long steep grades and abrupt curves". Electrification provided an respond, especially with abundant hydroelectric power in the mountains, and a ready source of copper in Anaconda, Montana.^[10] Between 1914 and 1916, the Milwaukee Road implemented a 3,000 volt direct electric current (DC) overhead system between Harlowton, Montana, and Avery, Idaho, a altitude of 438 miles (705 km).^[11] Pleased with the outcome, the Milwaukee electrified its route in Washington between Othello and Tacoma, a farther 207 miles (333 km), between 1917 and 1920.^[12] This department traversed the Cascades through the ii¼ mile (three.6 km) Snoqualmie Tunnel, only south of Snoqualmie Pass and over 400 feet (120 m) lower in elevation. The single track tunnel's e portal at Hyak included an adjacent company-owned ski area (1937−1950).^{[13] [xiv] [fifteen] [sixteen]}

The Famous Milwaukee Road Olympian in the Cascade Mountains.

Following the 1984 abandonment of the Pacific Extension, Tacoma Rail purchased all of Milwaukee's lines south of Tacoma. Starting in 1990, the Chehalis-Centralia Railroad began operating over the section from Centralia to Curtis. In 2010 the line was sold to the Port of Chehalis and in 2019, The railroad purchased the line from Chehalis to Ruth. In 2021 the section from Highway 6 West to Curtis was leased.

Together, the 645 miles (one,038 km) of principal-line electrification represented the largest such project in the world upwardly to that time, and would not be exceeded in the Us until the Pennsylvania Railroad's efforts in the 1930s.^[17] The two separate electrified districts were never unified, as the 216-mile (348 km) Idaho Division (Avery to Othello) was insufficiently apartment down the St. Joe River to St. Maries and through eastern Washington, and posed few challenges for steam operation.^[12] Electrification cost $27 million, but resulted in savings of over $1 million per twelvemonth from improved operational efficiency.^[18]

Bankruptcies [edit]

1920 Milwaukee Road timetable map.

The Chicago, Milwaukee and Puget Sound Railway was absorbed by the parent company on January 1, 1913.^[6] The Pacific Extension, including subsequent electrification, cost the Milwaukee Road $257 million, over four times the original estimate of $60 million. To meet this price, the Milwaukee Road sold bonds, which began coming due in the 1920s.^[19] Traffic never met projections, and by the early 1920s, the Milwaukee Road was in serious fiscal condition. This state was exacerbated by the railroad'south purchase of several heavily indebted railroads in Indiana. The visitor declared bankruptcy in 1925 and reorganized as the Chicago, Milwaukee, St. Paul and Pacific Railroad in 1928. In 1929, its total mileage stood at 11,248 miles (xviii,102 km).^[20]

In 1927, the railroad launched its second edition of the Olympian equally a premier luxury limited rider railroad train and opened its first railroad-endemic tourist hotel, the Gallatin Gateway Inn in Montana, southwest of Bozeman, via a spur from Three Forks.

The company scarcely had a adventure for success before the Dandy Low hit. Despite innovations such every bit the famous Hiawatha high-speed trains that exceeded 100 mph (160 km/h), the railroad again filed for bankruptcy in 1935. The Milwaukee Road operated nether trusteeship until Dec one, 1945.

During WWII the CMSt.P&P sponsored one of the Army'due south MRS units the 757th Railroad Shop Battalion.

Postwar [edit]

The Milwaukee Road enjoyed temporary success after World War 2. Out of bankruptcy and with the wartime ban on new passenger service lifted, the company upgraded its trains. The Olympian Hiawatha began running between Chicago and the Puget Audio over the Pacific Extension in 1947,^[21] and the Twin Cities Hiawatha received new equipment in 1948.^[22] Dieselisation accelerated and was consummate by 1956.^{[23] [24]} In 1955, the Milwaukee Route took over from the Chicago and North Western's handling of Union Pacific'due south Overland Road streamliners between Chicago and Omaha.^[21]

Milwaukee Road 1947 Olympian Hiawatha featuring the Fairbanks Morse CLC Liner

The whole railroad manufacture constitute itself in decline in the late 1950s and the 1960s, simply the Milwaukee Road was striking particularly hard. The Midwest was overbuilt with a plethora of competing railroads, while the contest on the transcontinental routes to the Pacific was tough. The premier transcontinental streamliner, the Olympian Hiawatha, despite innovative scenic observation cars, was mothballed in 1961, becoming the first visible casualty. The resignation of President John P. Kiley in 1957 and his replacement with the fairly inexperienced William John Quinn was a pivotal moment. From that point onward, the road's management was fixated on merger with another railroad as the solution to the Milwaukee'south problems.

Railroad mergers had to exist approved past the Interstate Commerce Committee, and in 1969 the ICC finer blocked the merger with the Chicago and North Western Railway (C&NW) that the Milwaukee Road had counted on and had been planning for since 1964. The ICC asked for terms that the C&NW was not willing to agree to. The merger of the "Hill Lines" was approved at around the same time, and the merged Burlington Northern came into being.

Early 1970s [edit]

The formation of Burlington Northern in 1970 from the merger of Northern Pacific, Great Northern, Burlington Route, and the Spokane, Portland and Seattle Railway on March 3 created a stronger competitor on most Milwaukee Route routes. To boost contest, the ICC gave the Milwaukee Road the right to connect with new railroads in the West over Burlington Northern tracks. Traffic on its Pacific Extension increased substantially to more four trains a day each way^[25] every bit it began interchanging cars with Southern Pacific at Portland, Oregon and Canadian railroads at Sumas, Washington.^[26] The railroad's foothold on transcontinental traffic leaving the Port of Seattle increased such that the Milwaukee Road held a staggering advantage over BN, carrying about 80% of the originating traffic along with 50% of the total container traffic leaving the Puget Sound (prior to severe service declines afterward roughly 1974).^{[ commendation needed ]}

In 1970, the president of Chicago and Due north Western offered to sell the railroad to the Milwaukee Route outright. President William John Quinn refused,^[27] stating that information technology now believed merely a merger with a larger system, not a slightly smaller one, could salve the railroad. Virtually immediately, the railroad filed unsuccessfully with the ICC to be included in the Union Pacific merger with the Chicago, Stone Island and Pacific Railroad.

By the mid-1970s, deferred maintenance on Milwaukee Route'southward concrete plant, which had been increasing throughout the 1960s as information technology attempted to meliorate its financial advent for merger, was beginning to cause problems. The railroad'south financial problems were exacerbated by their practise of improving its earnings during that period past selling off its wholly endemic cars to financial institutions and leasing them back. The charter charges became greater, and more than cars needed to be sold to pay the lease payments. The railroad's fleet of cars was becoming older because more than money was being spent on finance payments for the sometime cars rather than buying new ones. This contributed to car shortages that turned abroad business.

The Milwaukee Route chose at this time to terminate its mainline electrification. Its electric locomotive fleet was reaching the end of its service life, and newer diesel locomotives such as the EMD SD40-2 and the GE Universal Series were more than capable of handling the route. The final electric freight arrived at Deer Lodge, Montana on June xv, 1974.^{[28] [29]}

In 1976, the Milwaukee Road exercised its right under the Burlington Northern merger to petition for inclusion based on its weak fiscal condition. The ICC denied it on March 2, 1977.^{[30] [31]}

Final defalcation [edit]

Between 1974 and 1977, the Milwaukee Road lost $100 1000000, and the company filed for its third bankruptcy in 42 years on December xix, 1977.^[32] Gauge Thomas R. McMillen presided over the bankruptcy until the Milwaukee Road's sale in 1985. The railroad'due south master trouble was that information technology possessed too much physical plant for the revenue it generated. In 1977, it owned 10,074 miles (xvi,213 km) of track, and 36% of that mileage produced a mere 14% of the visitor's yearly acquirement.^[33] The approach taken by the defalcation trustees was to sell or abandon unprofitable or marginally profitable lines, leaving a much smaller railroad which could be profitable. Outright liquidation was considered, but not pursued.^[34]

Betwixt 1977 and 1984, route distance was reduced to a quarter from its top and a third from its total in 1977, shrinking to 3,023 miles (4,865 km).^[viii] The most extensive abandonment eliminated the Milwaukee Road'south transcontinental service to the West Coast. While the Burlington Northern merger generated more traffic on this route, information technology was only plenty to article of clothing out the deteriorating track, non enough to pay for rebuilding. This forced trains to tiresome at many locations due to bad runway.^[35] A final attempt to devise a plan to rehabilitate the Pacific Extension nether the Milwaukee Route Restructuring Act failed. Operations ended w of Miles City, Montana on February 29, 1980.^[36]

The new, smaller railroad began earning small profits in 1982 (that same year, its ii driver rail lines, collectively known as the Milwaukee District Due west and Milwaukee Commune North Lines respectively, were turned over to the Northeast Illinois Regional Commuter Rails Corporation, a forerunner of driver rail bureau Metra).^[37] Withal in reorganization, the Milwaukee Route attracted interest from three potential buyers: the Grand Trunk Corporation, the Chicago and Due north Western Railway, and the Soo Line Railroad. The Interstate Commerce Commission approved the offers by both Soo Line and C&NW. Ultimately, Judge McMillen approved Soo Line'due south offering on February 19, 1985. The Soo reorganized the property as The Milwaukee Road, Inc., prior to merging the Milwaukee into the company itself effective January 1, 1986.^[38]

The Hiawatha Trail on the edge of Montana and Idaho follows the Milwaukee Road.

The successor-in-involvement to what remained of the Milwaukee Road after the Soo Line sale was its holding company, the Chicago Milwaukee Corporation (CMC).^[39] This corporation's primary function was to dispose of Milwaukee Road rolling stock and real estate non sold to the Soo Line, primarily former urban rail yard locations in cities such as Milwaukee and Minneapolis. These properties were developed into big-box retail^[twoscore] or industrial sites. The CMC itself was beset with legal and financial woes, filing for bankruptcy (under its new proper name CMC Heartland Partners) every bit a outcome of environmental cleanup costs and liabilities at onetime Milwaukee Road sites.^[41]

Much of the abased runway line has become rail trails. The Palouse to Cascades State Park Trail (previously called the John Wayne Pioneer Trail) in Washington, Milwaukee Route Rail Trail in Idaho, Route of the Hiawatha in Montana and Idaho, Route of the Olympian in Montana, Midtown Greenway in Minnesota, Bugline Trail in Wisconsin, and Milwaukee Road Transportation Trailway in Indiana all run on sections of the right-of-way among others. Today, both the Milwaukee Road and Soo Line Railroad trackage make upwards the historically logical route of the Canadian Pacific Railway.

Passenger railroad train service [edit]

Skytop car Priest Rapids, #189, in the Marriage Pacific pigment scheme.

The Milwaukee Road aggressively marketed passenger service through much of its history, maintaining a high quality of service until the cease of individual intercity passenger operations in 1971. The Milwaukee prided itself on its passenger operations, providing the nation with some of its about innovative and colorful trains. The railroad's dwelling house-congenital equipment was amongst some of the best passenger equipment ever run on any American railroad. The Milwaukee's reputation for high-quality service was the primary reason that Union Pacific shifted its service to the Milwaukee Road for its "Metropolis" streamliners in 1955.

The Milwaukee Road'south Pioneer Express was i of the showtime named trains and its colorful Hiawatha trains were among the nation'due south finest streamliners. The post-Globe War 2 Hiawatha trains remain a high-water mark for passenger train industrial design.

Starting in November 1955, the Milwaukee Road assumed joint operation of the Spousal relationship Pacific's Urban center of Los Angeles, Urban center of Portland, City of Denver, and Challenger trains as well as the UP/Southern Pacific Metropolis of San Francisco. Later on bold functioning of the UP's services, the Milwaukee Road gradually dropped its orange and maroon pigment scheme in favor of UP's Armour yellow, gray, and red, finding the latter easier to keep clean.

The Milwaukee Road's streamlined passenger services were unique in that most of its equipment was built by the railroad at its Milwaukee Menomonee Valley shops, including the four generations of Hiawatha equipment introduced in 1933–34, 1935, 1937–38, and 1947–48. Most striking were the "Beaver Tail" observation cars of the 1930s and the "Skytop Lounge" observation cars past industrial designer Brooks Stevens in the 1940s. Extended "Skytop Lounge" cars were also ordered from Pullman for Olympian Hiawatha service in 1951. The Olympian Hiawatha set up, likewise as some full-length "Super Domes" were afterward sold to the Canadian National Railway.

Regional rider trains that the Milwaukee Road operated from Chicago up to Amtrak'due south assumption of rider operations in 1971 included the Twin Cities Hiawatha serving Minneapolis, the Sioux serving Madison, Wisconsin, the Milwaukee Express serving Milwaukee, and the Varsity serving Madison.^[42] Amtrak still operates several services on the Milwaukee Road's Twin Cities mainline. Daily long distance service to and from the Pacific Northwest is provided past the Empire Builder forth the Chicago-St. Paul road later the train was rerouted by Amtrak on the outset mean solar day of operations on May 1, 1971. Amtrak also operates corridor services every bit the Hiawatha Service along the Chicago-Milwaukee section of the route.

For years, the Milwaukee Route as well operated an extensive commuter rail service in the Chicago surface area. One branch served the northern suburbs and extended into the outer suburbs of Milwaukee, while another branch served the western suburbs. These services passed to the Regional Transportation Authorisation in 1982 afterwards the Milwaukee Route's defalcation. They are still operated today by Metra, Chicago's driver track agency, as the Milwaukee District / Northward Line and Milwaukee District / West Line. Canadian Pacific runs freight trains on both of these lines.

In popular culture [edit]

• The 1930 film Danger Lights was filmed in the Milwaukee Road's m and shop at Miles City, Montana and on the primary line.
• The 1935 Three Stooges brusk feature "Movie Maniacs" opens with the Stooges riding as hobos in a "C.M.& St.P.R.R." boxcar.
• The Wausau, Wisconsin depot was used as the logo of Employers Insurance of Wausau (now part of Liberty Mutual). The logo itself was a combination of the downtown depot, with a backdrop of the community's skyline.
• On August 26, 1999, the United States Postal Service issued the 33-cent All Aboard! 20th Century American Trains commemorative stamps featuring five historic American passenger trains from the 1930s and 1940s. 1 of the five stamps featured an image of the Hiawatha, known as "Fastest Train in America", as it traveled over 100 miles per hr (160 km/h).
• In the endmost pages of The Nifty Gatsby, fictional narrator Nick Carraway recalls "coming back west from prep school and later from college at Christmas time." He describes riding the Chicago, Milwaukee and St. Paul from Chicago to his unnamed hometown. The hometown of F. Scott Fitzgerald, the novel'due south author, was St. Paul.
• In the opening scene of Discovery Channel's Harley and the Davidsons mini-series, C.Thou.P. forces a state buy from future Harley-Davidson founder Walter Davidson, under the pretense of eminent domain.

See likewise [edit]

• Chicago, Milwaukee, St. Paul and Pacific Railroad Company Celebrated District
• List of Milwaukee Route locomotives
• Milwaukee Route Depot

Notes [edit]

1. ^ Dane Canton Cultural Affairs Commission. Back to Beginnings: The Early on Days of Dane County, p. 45, Madison, Wisconsin, 1998. ISBN 0-9638068-0-7.
2. ^ Scribbins (2008), p. ten.
3. ^ ^{a b} Dorin (1978).
4. ^ Cary (1981).
5. ^ Chicago Milwaukee St. Paul & Pacific Railroad Company, ed. (1950). Four Generations on the Line: Highlights Along the Milwaukee Route'southward First Hundred Years. Chicago: Ringley - O'Brien Press.
6. ^ ^{a b} St. Paul Working Away From Receivership. United States Investor, U.s.: Frank P. Bennett & Company, December 1, 1923
7. ^ Machalaba (2015), pp. l–51.
8. ^ ^{a b} Drury (1985), p. 375.
9. ^ ^{a b c d} McCarter, Steve (1992). Guide to the Milwaukee Road in Montana. Helena: Montana Historical Society Press. ISBN0917298276. OCLC 26299815.
10. ^ Middleton (2001), pp. 217–218.
11. ^ Middleton (2001), p. 226.
12. ^ ^{a b} Middleton (2001), p. 230.
13. ^ Lundin, John W.; Lundin, Stephen J. "Milwaukee Ski Basin, 1938–1950: Snoqualmie, Washington". International Skiing History Clan . Retrieved June 21, 2017.
14. ^ Galvin, Dave (July 28, 2013). "In search of the Snoqualmie/Milwaukee Route Ski Bowl of the 1930s and '40s" (PDF). Sahalie Ski Club . Retrieved June 21, 2017.
15. ^ Galvin, Dave (March 26, 2012). "Sahalie Historical Note #iii: Early Skiing at Snoqualmie Pass" (PDF). Sahalie Ski Social club . Retrieved June 21, 2017.
16. ^ Lundin, John W. (Oct eleven, 2013). "Legacy of the Milwaukee Road railway". Retrieved June 21, 2017.
17. ^ Middleton (2001), p. 217.
18. ^ Middleton (2001), p. 236.
19. ^ Derleth (1948), p. 198.
20. ^ Drury (1985), pp. 374–375.
21. ^ ^{a b} Scribbins (2008), p. thirty.
22. ^ Scribbins (2008), p. 23.
23. ^ Scribbins (2008), p. 17.
24. ^ "100% diesel and electrical". Tri-County Tribune. (Deer Park, Waashington). (advertisement). Feb xviii, 1955. p. 6.
25. ^ Saunders (2003), p. 163.
26. ^ Saunders (2003), p. 160.
27. ^ Saunders (2003), p. 166.
28. ^ Middleton (2001), pp. 238–239.
29. ^ Scribbins (2008), p. 145.
30. ^ Saunders (2003), p. 165.
31. ^ Murray, Tom (2005). The Milwaukee Road. p. 149. ISBN9780760320723 . Retrieved June xx, 2017.
32. ^ Kramer, Larry; Jones, William H. (Dec twenty, 1911). "Railway files for bankruptcy". Washington Post . Retrieved June 21, 2017.
33. ^ Scribbins (2001), pp. 184–185.
34. ^ Scribbins (2001), p. 190.
35. ^ Saunders (2003), p. 164.
36. ^ Saunders (2003), p. 184.
37. ^ Scribbins (2001), p. 196.
38. ^ Scribbins (2001), pp. 202–205.
39. ^ Jouzaitis, Carol (November 26, 1985). "Milwaukee Route's reorganization set". Chicago Tribune. p. half-dozen, sec. 3.
40. ^ Tater, Mary Beth (1999-09-19). "New Gem/Osco alienates some of its neighbors, delights others". Milwaukee Journal Sentinel.
41. ^ Yue, Lorene (2006-04-28). "Heartland Partners files for Chapter 11". Crain's Chicago Business.
42. ^ 'Trains,' 'Passenger trains operating on the eve of Amtrak' http://ctr.trains.com/~/media/import/files/pdf/f/vii/7/passenger_trains_operating_on_the_eve_of_amtrak.pdf

References [edit]

• Cary, John W. (1981). The Organization and History of The Chicago, Milwaukee & St. Paul Railway Company. New York: ARNO Press.
• Electrification by General Electric Co. Chicago, IL: Key Electric Railfans' Association. 1976. ISBN0-915348-xvi-0. LCCN 76-22385. Message 116.
• Derleth, August (1948). The Milwaukee Road: Its First Hundred Years. New York: Creative Age Press.
• Dorin, Patrick C. (1978). The Milwaukee Road East: America'south Resourceful Railroad. Seattle: Superior Publishing Visitor.
• Drury, George H. (1985). The Historical Guide to North American Railroads. Waukesha, Wisconsin: Kalmbach Publishing. ISBN0-89024-072-8.
• Machalaba, Dan (September 2015). "Railroading'southward Biggest Blunders". Trains. 75 (9): 46–57.
• Middleton, William D. (2001) [1974]. When the Steam Railroads Electrified (second ed.). Bloomington, Indiana: Indiana University Press. ISBN978-0-253-33979-9.
• Saunders, Richard (2003). Master Lines. DeKalb, Illinois: Northern Illinois Academy Press. ISBN0-87580-316-4.
• Scribbins, Jim (2001). The Milwaukee Road 1928–1985. Forest Park, IL: Heimburger House. OCLC 48771147.
• Scribbins, Jim (2008) [1990]. Milwaukee Route Remembered. Minneapolis: University of Minnesota Printing. ISBN9780816666621. OCLC 437119949.

Farther reading [edit]

• Johnson, Stanley (2001). Milwaukee Road Olympian: A Ride to Remember. Coeur d'Alene, ID: Museum of Northward Idaho Publications. ISBN0-9643647-7-8.
• Johnson, Stanley (1997). The Milwaukee Road Revisited. Caldwell, ID: Academy of Idaho Press. ISBN978-0-89301-198-7.
• Johnson, Stanley (2007). The Milwaukee Road's Western Extension: The Edifice of a Transcontinental Railroad. Coeur d'Alene, ID: Museum of North Idaho Publications. ISBN978-0-9723356-6-9.
• Schmidt, Wm. H. Jr. (Spring 1977). "The singular Milwaukee - A contour". Railroad History. 136: five–21.
• Scribbins, Jim (2007) [1970]. The Hiawatha Story. Minneapolis, MN: University of Minnesota Press. ISBN0-8166-5003-ix. OCLC 191732983.

External links [edit]

• Milwaukee Road Historical Clan
• Milwaukee Route History at the Milwaukee Public Library
• Milwaukee Road ski area and ski train history
• Milwaukee Road history (Puget Sound Model Railroad Engineers)
• All Aboard! 20th Century American Trains - 1999 USPS Postage Program
• The Milwaukee Route
• The Cistron H. Lawson collection: The Milwaukee Route, a Museum of Pictures - Picture drove along the Pacific Extension 1910–1980 approx.
• Academy of Washington Libraries Digital Collections – Transportation Photographs - Ongoing digital drove of photographs depicting diverse modes of transportation in the Pacific Northwest region and Western United States during the kickoff half of the 20th century. Includes images of the Milwaukee Road.

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Source: https://en.wikipedia.org/wiki/Milwaukee_Road

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