Milwaukee Galesburg & Southern
-Afton Wis to Louisiana Mo 400 miles Robert A Young New York City
Milwaukee Terminal
-Terminal line at Milwaukee 3 miles incorporated WD Van Dyke president Milwaukee Wis
Some miscellaneous railroad history tidbits around Burlington, WI and the surrounding area.
Saturday, January 17, 2015
Milwaukee Southern
Rock Island Argus July 30 1903
CONDEMING WAY FOR LONG ELECTRIC ROAD - The most extensive electrical railway yet to be projected is that for which the Milwaukee Southern Rail way company was incorporated at Milwaukee, to . build from that city to East St.; Louis via. Burlington, Wis., and Rockford, Ill. Already condemnation proceedings have been commenced for the right of way, and large terminal facilities are being. arranged at Milwaukee .for the railway which was incorporated about a year ago with a nominal capital in the state of Illinois, and with a large capital in Wisconsin. It is backed by Milwaukee capitalists, who are in close touch with eastern financial circles, and seem to have ready money. In the condemnation proceedings at Milwaukee before Judge Tarrant there are 152 pieces of property. The road taps a territory which has not been invaded by railroads. From Milwaukee to Burlington it passes through a lake region, and from Burlington to Rockford it strikes Lake Geneva and good farming territory which has no immediate railroad connection. Out of Rockford, it is expected the road will run nearly directly south to Mendota and Jacksonville, Ill though the route is not announced by the officials. The fact that court proceedings have been commenced seems to indicate that the promoters really mean business in the matter, and hope to push the line.
Railway Age Dec 13, 1905
Milwaukee Southern this company has officially announced that it proposes to build a railroad from Milwaukee Wis to a connection with the Illinois lowa & Minnesota RR at DeKalb Ill
From The Railway Age March 23, 1906
Milwaukee Wis to Aurora Ill 109 miles.
Engineering World June 6, 1906
Milwaukee Southern RR Frank Foster Railroad Contractor of Elgin III Is reported as stating that Weston Bros Minneapolis expect to complete their contract for building this line by October of this year He also states that this line will be a feeder to the Illinois Central and will be vised as a coal hauling Hue for Southern Illinois mines to deliver their coal at Milwaukee and adjacent cities Estimated cost $30,000 per mile Present surveys are for a line from Aurora 111 to Milwaukee Wis
HC Wood president 601 New York Life Building EM Spaulding CE Milwaukee Wis
June 29, 1906
MILWAUKEE JUNCTION Incorporated in Wisconsin by the promoters of the Milwaukee Southern to build terminal lines for that road at Milwaukee The capital stock is $25,000 and the incorporators are HC Wood Chicago FW Rogers L Kitauf EN Spaulding and SE Hall all of Milwaukee
Minneapolis Journal July 26, 1906,
BIG SYSTEMS HEAD FOR MILWAUKEE NEW LINE OFFERS CONNECTIONS AND TERMINALS. Burlington, Wabash and Illinois Central Roads Said to Plan Trackage or Traffic Relations with Milwaukee Southern, Which Is to Construct Air Line to East St. Louis. Half Fare .to State Paitr^ Milwaukee, July 20.That Milwaukee may be placed on the direct lines of the Burlington, the Wabash and the Illinois Central systems is declared to be a probability, providing the Milwaukee Southern railway succeeds in building to this city and securing a desirable West Side terminal. The visit to Milwaukee on Monday evening of H. D. Judson, general superintendent of the Illinois district of the Burlington system, in company with an attorney, is said to have been to ascertain as quietly as possible just what terminal property the Milwaukee Southern controls in this city. This information, it is said, is desired by the officials of the Burlington preparatory to the consideration of a fines iroposal to enter Milwaukee over the of the Southern from DeKalb or Rockford, HI., under a traffic agreement to swhich the Southern would be a willing party. The Southern is the road which proposes an airline from East St. Louis and has already secured a right of way into this city.
Railway World March 29, 1907
A Chicago Belt Line It is rumored that the Illinois Iowa and Minnesota is now negotiating for the entrance to Milwaukee over the Milwaukee Southern The Illinois Iowa and Minnesota is in operation between Aurora and Rockford 111 as a belt line connecting several western and southern railroads The Illinois Indiana and Gary is designed to complete the belt service about Chicago into Gary Ind the steel corporation homestead
Staunton, IL Star Times Aug-Oct 1907
A New Railroad Combination
Hill owns Walsh's Road and will Consolidate with Wisconsin Lines
Milwaukee, Wis - Rumor has the Wisconsin Central in a combination with the Milwaukee Southern and the Chicago & Indiana road of John R. Walsh, which was recently sold to James J. Hill and eventually the three roads will be turned over to Mr. Hill
These roads will tap every trunk line entering Chicago.
Railroad Gazette Vol 43
Wisconsin Central The suit between the Wisconsin Central and the Milwaukee Southern over the right of way in the Menominee valley has been withdrawn by the Milwaukee Southern and the Wisconsin Central can now build Into Milwaukee The Milwaukee Southern had a franchise from the city council for entrance into Milwaukee but it was unable to raise sufficient capital to carry out the project Condemnation proceedings started and won by the Milwaukee Southern have been dismissed
March 5, 1906 city ordinance
MILWAUKEE SOUTHERN RAILWAY COMPANY AN ORDINANCE Granting the Milwaukee Southern Railway Company authority to lay tracks on and across certain streets and alleys and to maintain and operate a railroad in the City of Milwaukee Wisconsin The Mayor and Common Council of the City ot Milwaukee do ordain as follows Section 1 That authority be and the same hereby is given and granted to the Milwaukee Southern Railway Company a corporation duly organized and existing under and by virtue of the laws of the state of Wisconsin to construct and lay down within the term of three 3 years next following the acceptance of this ordinance by said company as hereinafter provided time being of the very essence and thenceforth maintain and operate a railroad and conduct the business of operating and transporting engines and cars propelled by steam or other reasonably safe and efficient motive power subject to the limitations and conditions hereinafter provided with one or more tracks together with all the necessary switches spurs sidings turnouts crossovers and all appurtenances necessary for the operation of such railroad along and upon the route hereinafter described and on adjoining lands and track connections with any railroad now orhereafter constructed in the city of Milwaukee county of Milwaukee Wisconsin and with any manufacturing and industrial establishments on or near said route which said route is substantially as follows a In the area included within the following boundaries Between First avenue on the east to the eastern boundary line of Mitchell park and from the western boundary of Mitchell park to the western boundary line of the city of Milwaukee and between Lake street and Lake street extended on the north and South Pierce street and South Pierce street extended on the south b In the area included within the following boundaries Fifth street on the east and the western boundary line of the city of Milwaukee on the west and between Sycamore street and Sycamore street extended on the north and the right of way line of the Chicago Milwaukee & St Paul Railway Company on the south It is understood that the routes herein mentioned shall consist of rights of way not to exceed one hundred feet in width for a standard gauge steam railway to begin in the west boundary line of said city at points to be designated by said grantee but within the lines of said areas and from thence to extend to points within the said areas That said grantee shall within one year from and after the passage and acceptance of this ordinance elect where within the areas above described it will locate said rights of way and shall file written notice of said election in the office of the city clerk of said city together with a description and map of the location of said rights of way and thereupon all rights hereby granted in or to all of the territory included in each and both of said areas outside of said rights of way as thus located shall cease and determine and the provisions of this ordinance shall then extend and apply only to the territory embraced within the rights of way as thus located Section 2 Provided further that in consideration of the permission and authority to build maintain and operate said railroad by this ordinance conferred by the city of Milwaukee and in consideration further of the conveyance by the city of Milwaukee to said railway company of that certain piece or parcel of land off the northerly part of Mitchell park of said city hereinafter specifically described subject to the terms conditions and limitations hereinafter provided to be in said conveyance contained the said railway company its successors and assigns upon the date of the acceptance of this ordinance as hereinafter provided shall convey or cause to be conveyed to the city of Milwaukee by good and sufficient conveyance free and clear of all liens and incumbrances and in fee simple the following piece and parcel of land to wit That part of the northwest quarter of section thirty one 31 town seven 7 north range twenty two 22 east in the Twenty third ward of the city of Milwaukee state of Wisconsin which is bounded and described as follows to wit Commencing at the intersection of the east line of Mitchell park with the south line of said quarter section running thence east on and along the south line of said quarter section two hundred and two 202 feet to a point thence north on a line parallel to the east line of Mitchell park nine hundred and fifty five 955 feet to a point thence northwesterly on a curve of seven hundred and five 705 feet radius the tangent of said curve bears north twenty 20 degrees and three 3 minutes west three hundred and seventvfive ive 375 feet more or less to that point in the east line of Mitchell park which is two hundred and fifty 250 feet south of the south line of the right of way of the Chicago Milwaukee & St Paul Railway thence south on and along the east line of Mitchell park twelve hundred and forty nine and forty two hundredths 1,249.42 feet to the place of beginning containing five 5 acres more or less The said deed of conveyance by said Milwaukee Southern Railway Company to said city of Milwaukee shall contain in its granting clause the following recital The said lands are not required by said grantor for railroad uses and are no longer necessary to the use of the said grantor as heretofore declared by resolution of its board of directors duly adopted As a further condition of the authority hereby granted the said railway company its successors and assigns shall immediately after the acceptance of this ordinance as hereinafter provided commence and diligently continue to its final completion the construction of said railway at its own cost and expense and erect a substantial retaining wall along the northerly line of Mitchell park with a suitable wrought iron fence thereon and forever maintain the same and do certain filling and grading in said Mitchell park and erect and maintain such enclosures as may be directed by the board of park commissioners along the easterly boundary of said Mitchell park as extended all subject to the reasonable approval of said board of park commissioners of said city of Milwaukee and as said board may reasonably order and direct Section 3 The said railway company is hereby authorized ized to construct and maintain its said railroad tracks across and upon any and all streets and alleys which its routes shall intersect or touch and to cross all railroad tracks upon or along the line of the said routes as designated in the preceding sections said company to be subject at all times to the reasonable direction of the board of public works or other proper department or officer of said city in the construction of its said tracks in making the crossings or connections with other roads and the keeping in repair of so much of said streets alleys and crossings as may be occupied by said railway company with its tracks switches and turn outs and subject to such change of elevation depression and grade as may from time to time be prescribed by the common council of the said city of Milwaukee and said company shall maintain construct and operate its railway on such grades as have heretofore been or hereafter may be established by the said city of Milwaukee and in case the common council shall at any time change the grade of any street or streets upon under or over which the railway tracks of said company shall be laid said railway company shall within a reasonable time regrade the portion of the street occupied by it and re lay at its own expense its track or tracks to correspond to such grade and the said Milwaukee Southern Railway Company shall construct and maintain at its own expense such bridges viaducts tunnels or other conveniences at public crossings as the common council may at any time hereafter deem necessary and in case it shall be decided by the proper authorities of said city of Milwaukee to pave macadamize or repair any street or part thereof crossed by the line of said proposed track or any other track the said railway company may lay in the future said company shall pay a just and equitable part of the expenses of such construction or repair of said streets or highways the same to be determined by the common council subject to review by a court of competent jurisdiction and shall at its own expense pave macadamize or repair and keep in good repair such streets upon or over which its track and tracks may hereafter be laid between the rails and one foot on the outside thereof including also such portion of such street as lies between its tracks or the main tracks and switches of said company so that said pavement or macadam or repair shall correspond to and be identical with the pavement or macadam and repair of said street adjacent thereto Section 4 In consideration of the conveyance by the said railway company to the city of Milwaukee of the tract of land hereinbefore described the said city of Milwaukee hereby agrees by quitclaim deed of conveyance to convey to the said Milwaukee Southern Railway Company upon the date of the acceptance of this ordinance as hereinafter provided all its right title and interest in and to the following described piece and parcel of land subject however at all times to the terms conditions limitations and restrictions to be contained in said conveyance hereinafter provided to wit A strip of land in the northwest quarter of section thirty one 31 town seven 7 north range twenty two 22 east in the city of Milwaukee and state of Wisconsin the same lying along the northerly side of Mitchell park in the Twenty third 23d ward of the said city and bounded and described as follows Commencing at the intersection of the west line of Mitchell park with the south right of way line of the Chicago Milwaukee & St Paul Railway Company running thence south on and along the west line of Mitchell park to a point whose rectangular distance is sixty six 66 feet from said south right of way line thence easterly on a curve parallel to the south line of the aforesaid right of way line to a point which is five hundred twenty 520 feet west of the east line of Mitchell park thence southeasterly on a curve of sever hundred five 705 feet radius to the point of intersection with the east line of Mitchell park said point of intersection being two hundred fifty 250 feet south of the intersection of the east line of Mitchell park with the south right of way line of Chicago Milwaukee & St Paul Railway Company thence north along the east line of Mitchell park two hundred fifty 250 feet to the intersection with the south right of way line of said Chicago Milwaukee & St Paul Railway Company thence westerly on and along the south right of way line of said railway to the intersection with the west line of Mitchell park being the place of beginning containing three and one half 3 acres more or less Provided that in the event that said railway is not built within the corporate limits of the city of Milwaukee and over said strip of land in said Mitchell park and in active operation as and for railroad purposes both passenger and freight within three years from the acceptance of this ordinance by said Milwaukee Southern Railway Company time being of the essence of the consideration for the conveyance of said strip of land in Mitchell park by the city of Milwaukee to said Milwaukee Southern Railway Company as well as all and singular the provisions visions of this ordinance the piece or parcel of land last above described and mentioned shall revert to and again be the property of said city of Milwaukee free and clear of all incumbrances with all buildings structures and appurtenances thereon any mortgage or other liens placed thereon shall be null and void and the said city of Milwaukee shall immediately upon such failure have the right of re entry without notice to said railway company and without any overt act declaratory of such re entry on the part of said city of Milwaukee and the said instrument of conveyance by the said city of Milwaukee to the said Milwaukee Southern Railway Company shall contain the following conditions in the language here following to wit This conveyance is made upon the express condition that the said grantee build and operate within the corporate limits of the city of Milwaukee and over said strip of land herein described a certain railway the same to be in active operation for railroad purposes both passenger and freight within three years from the acceptance of a certain ordinance of the said city of Milwaukee entitled An ordinance granting the Milwaukee Southern Railway Company authority to lay tracks on and across certain streets and alleys and to maintain and operate a railroad in the city of Milwaukee Wisconsin adopted by the common council of said city of Milwaukee on the day of 190 and that time is of the essence of the consideration upon which the said grantor conveys the herein described land to said grantee as well as all and singular the provisions of said ordinance and that in case the said grantee does not so construct and operate said railway within the time aforesaid and comply with all and singular the provisions of said ordinance and further that if at the expiration of said period of three years said Milwaukee Southern Railway Company shall have acquired said rights of way and laid its tracks thereon then every other railway company then desiring ingress to said city shall have the right to use and enjoy said tracks and operate cars trains and locomotives thereon subject and pursuant to the terms of said ordinance then and in that event the said parcel of land hereinbefore described with all buildings structures and appurtenances thereon shall revert to and revest in said city of Milwaukee free and clear of all incumbrances and any mortgage or other liens placed thereon shall be null and void and the said city of Milwaukee shall immediately upon such failure without notice to said railway company and without any overt act on the part of said city of Milwaukee have the right of re entry Section 5 The authority hereby granted and the conveyance by the city to said railway company hereinbefore directed and authorized are and shall be upon the further express condition that the said Milwaukee Southern Railway Company shall during the continuance of this ordinance allow any other railroad company except the Chicago Milwaukee & St Paul Railway Company the Chicago & Northwestern Railway Company and the Milwaukee Electric Railway & Light Company as well as each and every railroad now owning railroad tracks within Milwaukee county and their respective successors lessees and assigns to use any of its tracks within the county of Milwaukee for railroad purposes upon paying a reasonable compensation therefor inclusive of passenger depot and depots jointly with the said Milwaukee Southern Railway company upon such terms as may be agreed upon by said railway companies In case the said companies cannot agree as to such reasonable compensation and terms the matter shall be determined without delay by three disinterested arbitrators one to be chosen by said Milwaukee Southern Railway Company one by the said railway company so desiring to use such tracks and those two to chose a third arbitrator and in the event that such two arbitrators cannot agree upon a third within three months from the date of their appointment or in case either of said companies shall not appoint an arbitrator within thirty days from the date of demand therefor by such railroad company or companies so desiring to use such tracks such arbitrator or arbitrators shall be appointed by any person who shall be a judge of the circuit court of Milwaukee county upon application of either party having given notice of such application to the other The decision of the arbitrators shall be in writing and signed by them and the compensation and conditions fixed by their decision or by the decision of a majority of them shall be final and such other railroad company shall be allowed to operate thereunder until such decision is finally determined not to be reasonable by some court of competent jurisdication and in case such court shall determine such decision to be unreasonable the court shall determine what is a reasonable charge to be paid and what are reasonable conditions of such use All the terms and conditions of this ordinance shall apply to and govern the operation of said railroad by said Milwaukee Southern Railway Company as well as its use by any and all other railroads in all territory which is now or shall hereafter be included within the corporate limits of the city of Milwaukee Provided further that any period of time during which the said railway company shall be delayed by any injunction or other legal proceedings in good faith adversary to said company shall be added to the three 3 years limit aforesaid And this ordinance is granted upon the further express condition that if the said company shall cease at any time after the completion of its lines of railroad for a period of over sixty 60 days to actively operate and use said tracks and right of way within the said city as and for railroad purposes both passenger and freight except by permission for non user duly granted by the common council of said city then said company shall be subject to all of the same forfeitures penalties and liabilities as provided in this ordinance Provided further that said company shall at all times save harmless the city of Milwaukee from all judgments costs or all damages which said city may have to pay by reason of the negligent construction or want of repair of that portion of the streets which said Milwaukee Southern Railway Company as hereinbefore provided is required to construct and keep in repair or by reason of the negligent maintenance or operation of said company's road and shall be liable to the city for all damages by it sustained through the negligent operation of its road Section 6 All the provisions of this ordinance shall be binding upon and shall run in favor of the successors lessees or assigns of the saidl Milwaukee Southern Railway Company including each and every other railroad company which shall hereafter use its tracks as herein provided provided however that the words successors lessees and assigns shall in every case exclude any and all railroads now owning railroad tracks within Milwaukee county and also their respective successors lessees and assigns Section 7 The time in which any act is to be done or performed by said grantee according to the terms of this ordinance may be extended by the common council of said city whenever it shall be made to appear that said grantee has proceeded in good faith and with reasonable diligence and that it has been prevented from doing the same within the time herein limited by causes beyond its control Section 8 Before said railway company shall exercise any of the rights privileges or franchises provided for in this ordinance it shall file with the city clerk of said city its written acceptance of said agreement to all of the terms and conditions contained in this ordinance and in no event shall this ordinance or any provision thereof take effect until such acceptance and agreement is filed and if said railway company shall fail neglect or refuse to file said acceptance and agreement as herein required within 30 days from and after the passage and publication hereof then this ordinance and all and singular provisions shall stand for naught the same as though it had never been passed Section 9 Whenever the word grantee is used herein it shall be deemed to mean the Milwaukee Southern Railway company its successors and assigns and wherever the words Milwaukee Southern Railway company are used herein it shall be deemed to mean the Milwaukee Southern Railway Company its successors and assigns except as to those railway companies expressly excepted from the provisions hereof Section 10 This ordinance shall take effect and be in force from and after its passage and publication and acceptance within thirty days herein above provided Passed March 5 1906 CORNELIUS CORCORAN President of the Common Council EDWIN HINKEL City Clerk Approved March 5 1906 DAVID S ROSE Mayor
CONDEMING WAY FOR LONG ELECTRIC ROAD - The most extensive electrical railway yet to be projected is that for which the Milwaukee Southern Rail way company was incorporated at Milwaukee, to . build from that city to East St.; Louis via. Burlington, Wis., and Rockford, Ill. Already condemnation proceedings have been commenced for the right of way, and large terminal facilities are being. arranged at Milwaukee .for the railway which was incorporated about a year ago with a nominal capital in the state of Illinois, and with a large capital in Wisconsin. It is backed by Milwaukee capitalists, who are in close touch with eastern financial circles, and seem to have ready money. In the condemnation proceedings at Milwaukee before Judge Tarrant there are 152 pieces of property. The road taps a territory which has not been invaded by railroads. From Milwaukee to Burlington it passes through a lake region, and from Burlington to Rockford it strikes Lake Geneva and good farming territory which has no immediate railroad connection. Out of Rockford, it is expected the road will run nearly directly south to Mendota and Jacksonville, Ill though the route is not announced by the officials. The fact that court proceedings have been commenced seems to indicate that the promoters really mean business in the matter, and hope to push the line.
Railway Age Dec 13, 1905
Milwaukee Southern this company has officially announced that it proposes to build a railroad from Milwaukee Wis to a connection with the Illinois lowa & Minnesota RR at DeKalb Ill
From The Railway Age March 23, 1906
Milwaukee Wis to Aurora Ill 109 miles.
Engineering World June 6, 1906
Milwaukee Southern RR Frank Foster Railroad Contractor of Elgin III Is reported as stating that Weston Bros Minneapolis expect to complete their contract for building this line by October of this year He also states that this line will be a feeder to the Illinois Central and will be vised as a coal hauling Hue for Southern Illinois mines to deliver their coal at Milwaukee and adjacent cities Estimated cost $30,000 per mile Present surveys are for a line from Aurora 111 to Milwaukee Wis
HC Wood president 601 New York Life Building EM Spaulding CE Milwaukee Wis
June 29, 1906
MILWAUKEE JUNCTION Incorporated in Wisconsin by the promoters of the Milwaukee Southern to build terminal lines for that road at Milwaukee The capital stock is $25,000 and the incorporators are HC Wood Chicago FW Rogers L Kitauf EN Spaulding and SE Hall all of Milwaukee
Minneapolis Journal July 26, 1906,
BIG SYSTEMS HEAD FOR MILWAUKEE NEW LINE OFFERS CONNECTIONS AND TERMINALS. Burlington, Wabash and Illinois Central Roads Said to Plan Trackage or Traffic Relations with Milwaukee Southern, Which Is to Construct Air Line to East St. Louis. Half Fare .to State Paitr^ Milwaukee, July 20.That Milwaukee may be placed on the direct lines of the Burlington, the Wabash and the Illinois Central systems is declared to be a probability, providing the Milwaukee Southern railway succeeds in building to this city and securing a desirable West Side terminal. The visit to Milwaukee on Monday evening of H. D. Judson, general superintendent of the Illinois district of the Burlington system, in company with an attorney, is said to have been to ascertain as quietly as possible just what terminal property the Milwaukee Southern controls in this city. This information, it is said, is desired by the officials of the Burlington preparatory to the consideration of a fines iroposal to enter Milwaukee over the of the Southern from DeKalb or Rockford, HI., under a traffic agreement to swhich the Southern would be a willing party. The Southern is the road which proposes an airline from East St. Louis and has already secured a right of way into this city.
Railway World March 29, 1907
A Chicago Belt Line It is rumored that the Illinois Iowa and Minnesota is now negotiating for the entrance to Milwaukee over the Milwaukee Southern The Illinois Iowa and Minnesota is in operation between Aurora and Rockford 111 as a belt line connecting several western and southern railroads The Illinois Indiana and Gary is designed to complete the belt service about Chicago into Gary Ind the steel corporation homestead
Staunton, IL Star Times Aug-Oct 1907
A New Railroad Combination
Hill owns Walsh's Road and will Consolidate with Wisconsin Lines
Milwaukee, Wis - Rumor has the Wisconsin Central in a combination with the Milwaukee Southern and the Chicago & Indiana road of John R. Walsh, which was recently sold to James J. Hill and eventually the three roads will be turned over to Mr. Hill
These roads will tap every trunk line entering Chicago.
Railroad Gazette Vol 43
Wisconsin Central The suit between the Wisconsin Central and the Milwaukee Southern over the right of way in the Menominee valley has been withdrawn by the Milwaukee Southern and the Wisconsin Central can now build Into Milwaukee The Milwaukee Southern had a franchise from the city council for entrance into Milwaukee but it was unable to raise sufficient capital to carry out the project Condemnation proceedings started and won by the Milwaukee Southern have been dismissed
March 5, 1906 city ordinance
MILWAUKEE SOUTHERN RAILWAY COMPANY AN ORDINANCE Granting the Milwaukee Southern Railway Company authority to lay tracks on and across certain streets and alleys and to maintain and operate a railroad in the City of Milwaukee Wisconsin The Mayor and Common Council of the City ot Milwaukee do ordain as follows Section 1 That authority be and the same hereby is given and granted to the Milwaukee Southern Railway Company a corporation duly organized and existing under and by virtue of the laws of the state of Wisconsin to construct and lay down within the term of three 3 years next following the acceptance of this ordinance by said company as hereinafter provided time being of the very essence and thenceforth maintain and operate a railroad and conduct the business of operating and transporting engines and cars propelled by steam or other reasonably safe and efficient motive power subject to the limitations and conditions hereinafter provided with one or more tracks together with all the necessary switches spurs sidings turnouts crossovers and all appurtenances necessary for the operation of such railroad along and upon the route hereinafter described and on adjoining lands and track connections with any railroad now orhereafter constructed in the city of Milwaukee county of Milwaukee Wisconsin and with any manufacturing and industrial establishments on or near said route which said route is substantially as follows a In the area included within the following boundaries Between First avenue on the east to the eastern boundary line of Mitchell park and from the western boundary of Mitchell park to the western boundary line of the city of Milwaukee and between Lake street and Lake street extended on the north and South Pierce street and South Pierce street extended on the south b In the area included within the following boundaries Fifth street on the east and the western boundary line of the city of Milwaukee on the west and between Sycamore street and Sycamore street extended on the north and the right of way line of the Chicago Milwaukee & St Paul Railway Company on the south It is understood that the routes herein mentioned shall consist of rights of way not to exceed one hundred feet in width for a standard gauge steam railway to begin in the west boundary line of said city at points to be designated by said grantee but within the lines of said areas and from thence to extend to points within the said areas That said grantee shall within one year from and after the passage and acceptance of this ordinance elect where within the areas above described it will locate said rights of way and shall file written notice of said election in the office of the city clerk of said city together with a description and map of the location of said rights of way and thereupon all rights hereby granted in or to all of the territory included in each and both of said areas outside of said rights of way as thus located shall cease and determine and the provisions of this ordinance shall then extend and apply only to the territory embraced within the rights of way as thus located Section 2 Provided further that in consideration of the permission and authority to build maintain and operate said railroad by this ordinance conferred by the city of Milwaukee and in consideration further of the conveyance by the city of Milwaukee to said railway company of that certain piece or parcel of land off the northerly part of Mitchell park of said city hereinafter specifically described subject to the terms conditions and limitations hereinafter provided to be in said conveyance contained the said railway company its successors and assigns upon the date of the acceptance of this ordinance as hereinafter provided shall convey or cause to be conveyed to the city of Milwaukee by good and sufficient conveyance free and clear of all liens and incumbrances and in fee simple the following piece and parcel of land to wit That part of the northwest quarter of section thirty one 31 town seven 7 north range twenty two 22 east in the Twenty third ward of the city of Milwaukee state of Wisconsin which is bounded and described as follows to wit Commencing at the intersection of the east line of Mitchell park with the south line of said quarter section running thence east on and along the south line of said quarter section two hundred and two 202 feet to a point thence north on a line parallel to the east line of Mitchell park nine hundred and fifty five 955 feet to a point thence northwesterly on a curve of seven hundred and five 705 feet radius the tangent of said curve bears north twenty 20 degrees and three 3 minutes west three hundred and seventvfive ive 375 feet more or less to that point in the east line of Mitchell park which is two hundred and fifty 250 feet south of the south line of the right of way of the Chicago Milwaukee & St Paul Railway thence south on and along the east line of Mitchell park twelve hundred and forty nine and forty two hundredths 1,249.42 feet to the place of beginning containing five 5 acres more or less The said deed of conveyance by said Milwaukee Southern Railway Company to said city of Milwaukee shall contain in its granting clause the following recital The said lands are not required by said grantor for railroad uses and are no longer necessary to the use of the said grantor as heretofore declared by resolution of its board of directors duly adopted As a further condition of the authority hereby granted the said railway company its successors and assigns shall immediately after the acceptance of this ordinance as hereinafter provided commence and diligently continue to its final completion the construction of said railway at its own cost and expense and erect a substantial retaining wall along the northerly line of Mitchell park with a suitable wrought iron fence thereon and forever maintain the same and do certain filling and grading in said Mitchell park and erect and maintain such enclosures as may be directed by the board of park commissioners along the easterly boundary of said Mitchell park as extended all subject to the reasonable approval of said board of park commissioners of said city of Milwaukee and as said board may reasonably order and direct Section 3 The said railway company is hereby authorized ized to construct and maintain its said railroad tracks across and upon any and all streets and alleys which its routes shall intersect or touch and to cross all railroad tracks upon or along the line of the said routes as designated in the preceding sections said company to be subject at all times to the reasonable direction of the board of public works or other proper department or officer of said city in the construction of its said tracks in making the crossings or connections with other roads and the keeping in repair of so much of said streets alleys and crossings as may be occupied by said railway company with its tracks switches and turn outs and subject to such change of elevation depression and grade as may from time to time be prescribed by the common council of the said city of Milwaukee and said company shall maintain construct and operate its railway on such grades as have heretofore been or hereafter may be established by the said city of Milwaukee and in case the common council shall at any time change the grade of any street or streets upon under or over which the railway tracks of said company shall be laid said railway company shall within a reasonable time regrade the portion of the street occupied by it and re lay at its own expense its track or tracks to correspond to such grade and the said Milwaukee Southern Railway Company shall construct and maintain at its own expense such bridges viaducts tunnels or other conveniences at public crossings as the common council may at any time hereafter deem necessary and in case it shall be decided by the proper authorities of said city of Milwaukee to pave macadamize or repair any street or part thereof crossed by the line of said proposed track or any other track the said railway company may lay in the future said company shall pay a just and equitable part of the expenses of such construction or repair of said streets or highways the same to be determined by the common council subject to review by a court of competent jurisdiction and shall at its own expense pave macadamize or repair and keep in good repair such streets upon or over which its track and tracks may hereafter be laid between the rails and one foot on the outside thereof including also such portion of such street as lies between its tracks or the main tracks and switches of said company so that said pavement or macadam or repair shall correspond to and be identical with the pavement or macadam and repair of said street adjacent thereto Section 4 In consideration of the conveyance by the said railway company to the city of Milwaukee of the tract of land hereinbefore described the said city of Milwaukee hereby agrees by quitclaim deed of conveyance to convey to the said Milwaukee Southern Railway Company upon the date of the acceptance of this ordinance as hereinafter provided all its right title and interest in and to the following described piece and parcel of land subject however at all times to the terms conditions limitations and restrictions to be contained in said conveyance hereinafter provided to wit A strip of land in the northwest quarter of section thirty one 31 town seven 7 north range twenty two 22 east in the city of Milwaukee and state of Wisconsin the same lying along the northerly side of Mitchell park in the Twenty third 23d ward of the said city and bounded and described as follows Commencing at the intersection of the west line of Mitchell park with the south right of way line of the Chicago Milwaukee & St Paul Railway Company running thence south on and along the west line of Mitchell park to a point whose rectangular distance is sixty six 66 feet from said south right of way line thence easterly on a curve parallel to the south line of the aforesaid right of way line to a point which is five hundred twenty 520 feet west of the east line of Mitchell park thence southeasterly on a curve of sever hundred five 705 feet radius to the point of intersection with the east line of Mitchell park said point of intersection being two hundred fifty 250 feet south of the intersection of the east line of Mitchell park with the south right of way line of Chicago Milwaukee & St Paul Railway Company thence north along the east line of Mitchell park two hundred fifty 250 feet to the intersection with the south right of way line of said Chicago Milwaukee & St Paul Railway Company thence westerly on and along the south right of way line of said railway to the intersection with the west line of Mitchell park being the place of beginning containing three and one half 3 acres more or less Provided that in the event that said railway is not built within the corporate limits of the city of Milwaukee and over said strip of land in said Mitchell park and in active operation as and for railroad purposes both passenger and freight within three years from the acceptance of this ordinance by said Milwaukee Southern Railway Company time being of the essence of the consideration for the conveyance of said strip of land in Mitchell park by the city of Milwaukee to said Milwaukee Southern Railway Company as well as all and singular the provisions visions of this ordinance the piece or parcel of land last above described and mentioned shall revert to and again be the property of said city of Milwaukee free and clear of all incumbrances with all buildings structures and appurtenances thereon any mortgage or other liens placed thereon shall be null and void and the said city of Milwaukee shall immediately upon such failure have the right of re entry without notice to said railway company and without any overt act declaratory of such re entry on the part of said city of Milwaukee and the said instrument of conveyance by the said city of Milwaukee to the said Milwaukee Southern Railway Company shall contain the following conditions in the language here following to wit This conveyance is made upon the express condition that the said grantee build and operate within the corporate limits of the city of Milwaukee and over said strip of land herein described a certain railway the same to be in active operation for railroad purposes both passenger and freight within three years from the acceptance of a certain ordinance of the said city of Milwaukee entitled An ordinance granting the Milwaukee Southern Railway Company authority to lay tracks on and across certain streets and alleys and to maintain and operate a railroad in the city of Milwaukee Wisconsin adopted by the common council of said city of Milwaukee on the day of 190 and that time is of the essence of the consideration upon which the said grantor conveys the herein described land to said grantee as well as all and singular the provisions of said ordinance and that in case the said grantee does not so construct and operate said railway within the time aforesaid and comply with all and singular the provisions of said ordinance and further that if at the expiration of said period of three years said Milwaukee Southern Railway Company shall have acquired said rights of way and laid its tracks thereon then every other railway company then desiring ingress to said city shall have the right to use and enjoy said tracks and operate cars trains and locomotives thereon subject and pursuant to the terms of said ordinance then and in that event the said parcel of land hereinbefore described with all buildings structures and appurtenances thereon shall revert to and revest in said city of Milwaukee free and clear of all incumbrances and any mortgage or other liens placed thereon shall be null and void and the said city of Milwaukee shall immediately upon such failure without notice to said railway company and without any overt act on the part of said city of Milwaukee have the right of re entry Section 5 The authority hereby granted and the conveyance by the city to said railway company hereinbefore directed and authorized are and shall be upon the further express condition that the said Milwaukee Southern Railway Company shall during the continuance of this ordinance allow any other railroad company except the Chicago Milwaukee & St Paul Railway Company the Chicago & Northwestern Railway Company and the Milwaukee Electric Railway & Light Company as well as each and every railroad now owning railroad tracks within Milwaukee county and their respective successors lessees and assigns to use any of its tracks within the county of Milwaukee for railroad purposes upon paying a reasonable compensation therefor inclusive of passenger depot and depots jointly with the said Milwaukee Southern Railway company upon such terms as may be agreed upon by said railway companies In case the said companies cannot agree as to such reasonable compensation and terms the matter shall be determined without delay by three disinterested arbitrators one to be chosen by said Milwaukee Southern Railway Company one by the said railway company so desiring to use such tracks and those two to chose a third arbitrator and in the event that such two arbitrators cannot agree upon a third within three months from the date of their appointment or in case either of said companies shall not appoint an arbitrator within thirty days from the date of demand therefor by such railroad company or companies so desiring to use such tracks such arbitrator or arbitrators shall be appointed by any person who shall be a judge of the circuit court of Milwaukee county upon application of either party having given notice of such application to the other The decision of the arbitrators shall be in writing and signed by them and the compensation and conditions fixed by their decision or by the decision of a majority of them shall be final and such other railroad company shall be allowed to operate thereunder until such decision is finally determined not to be reasonable by some court of competent jurisdication and in case such court shall determine such decision to be unreasonable the court shall determine what is a reasonable charge to be paid and what are reasonable conditions of such use All the terms and conditions of this ordinance shall apply to and govern the operation of said railroad by said Milwaukee Southern Railway Company as well as its use by any and all other railroads in all territory which is now or shall hereafter be included within the corporate limits of the city of Milwaukee Provided further that any period of time during which the said railway company shall be delayed by any injunction or other legal proceedings in good faith adversary to said company shall be added to the three 3 years limit aforesaid And this ordinance is granted upon the further express condition that if the said company shall cease at any time after the completion of its lines of railroad for a period of over sixty 60 days to actively operate and use said tracks and right of way within the said city as and for railroad purposes both passenger and freight except by permission for non user duly granted by the common council of said city then said company shall be subject to all of the same forfeitures penalties and liabilities as provided in this ordinance Provided further that said company shall at all times save harmless the city of Milwaukee from all judgments costs or all damages which said city may have to pay by reason of the negligent construction or want of repair of that portion of the streets which said Milwaukee Southern Railway Company as hereinbefore provided is required to construct and keep in repair or by reason of the negligent maintenance or operation of said company's road and shall be liable to the city for all damages by it sustained through the negligent operation of its road Section 6 All the provisions of this ordinance shall be binding upon and shall run in favor of the successors lessees or assigns of the saidl Milwaukee Southern Railway Company including each and every other railroad company which shall hereafter use its tracks as herein provided provided however that the words successors lessees and assigns shall in every case exclude any and all railroads now owning railroad tracks within Milwaukee county and also their respective successors lessees and assigns Section 7 The time in which any act is to be done or performed by said grantee according to the terms of this ordinance may be extended by the common council of said city whenever it shall be made to appear that said grantee has proceeded in good faith and with reasonable diligence and that it has been prevented from doing the same within the time herein limited by causes beyond its control Section 8 Before said railway company shall exercise any of the rights privileges or franchises provided for in this ordinance it shall file with the city clerk of said city its written acceptance of said agreement to all of the terms and conditions contained in this ordinance and in no event shall this ordinance or any provision thereof take effect until such acceptance and agreement is filed and if said railway company shall fail neglect or refuse to file said acceptance and agreement as herein required within 30 days from and after the passage and publication hereof then this ordinance and all and singular provisions shall stand for naught the same as though it had never been passed Section 9 Whenever the word grantee is used herein it shall be deemed to mean the Milwaukee Southern Railway company its successors and assigns and wherever the words Milwaukee Southern Railway company are used herein it shall be deemed to mean the Milwaukee Southern Railway Company its successors and assigns except as to those railway companies expressly excepted from the provisions hereof Section 10 This ordinance shall take effect and be in force from and after its passage and publication and acceptance within thirty days herein above provided Passed March 5 1906 CORNELIUS CORCORAN President of the Common Council EDWIN HINKEL City Clerk Approved March 5 1906 DAVID S ROSE Mayor
Milwaukee, Peoria & St. Louis Ry
From The Railway Age March 23, 1906
Milwaukee Peoria & St Louis McNabb to Peoria 50 miles
Railway Age Gazette Vol 51
Milwaukee Peoria & St Louis
An officer writes that the prospects of building are good but contracts are not yet let for a line from a point opposite the city of Peoria 111 on the east bank of the Illinois river north crossing the Atchison Topeka & Santa Fe thence via Lacon and Hennepin to Rockford about 120 miles Connection is to be made with the Chicago Milwaukee & St Paul at the Chicago Indiana & Southern bridge at Depue Maximum grades will be 5 of 1 per cent maximum curvature 3 degrees The right of way has been secured from Peoria to Depue and about one half of the line has been located The company expects to develop a traffic in coal from the fields located at the southern end of the line FW Cherry Princeton is back of the project B Schreiner chief engineer
Engineering & Contracting, Vol 37
The Milwaukee Peoria & St Louis RR Co projecting a line from Peoria to Rock ford has secured a large part of its right of way Construction work at the southern end of the line may be started some time in May As outlined this line starts on the east side of the river at Peoria runs along the east bank of Marshall Hennepin county seat of Putnam which town now has no railroad connection crosses the river at Depue using the trackage of the New York Central lines for the bridge and into Seatonville thence to Rockford Frank B Reid Chicago 111 is President Robert D Clarke Peoria 111 is Vice president and George E Stocking of Rochelle is Treasurer
Moodys Manual of investments - 1919
CHICAGO AND NORTH WESTERN RAILWAY COMPANY NOTE This analysis is based on official documents of the company including its annual reports of the past ten years For Definitions and Key to Ratings see pages 19 26 Origin Incorporated under Illinois laws June 7 1859 as successor to Chicago St Paul & Fond du Lac RR operating from Chicago to Fond du Lac Wis about 177 miles Extensions were made from time to time and construction of further lines added to the length of the system The Sioux City & Pacific RR was acquired in 1901 and the Fremont Elkhorn & Missouri Valley was formally absorbed in 1903 In 1909 the company purchased the Manitowoc Green Bay & Northwestern and the Milwaukee & State Line Ry In 1910 11 the Sioux City Dakota & Northwestern and the Lee County Ry were acquired These and other lines were built in the interest of the main company Among the lines recently organized are the Belle Fourche Valley Ry the James River Valley & Northwestern Ry Milwaukee Peoria & St Louis RR the Milwaukee Sparta & Northwestern Ry and the St Louis Peoria & Northwestern Ry
Milwaukee Peoria & St Louis McNabb to Peoria 50 miles
Railway Age Gazette Vol 51
Milwaukee Peoria & St Louis
An officer writes that the prospects of building are good but contracts are not yet let for a line from a point opposite the city of Peoria 111 on the east bank of the Illinois river north crossing the Atchison Topeka & Santa Fe thence via Lacon and Hennepin to Rockford about 120 miles Connection is to be made with the Chicago Milwaukee & St Paul at the Chicago Indiana & Southern bridge at Depue Maximum grades will be 5 of 1 per cent maximum curvature 3 degrees The right of way has been secured from Peoria to Depue and about one half of the line has been located The company expects to develop a traffic in coal from the fields located at the southern end of the line FW Cherry Princeton is back of the project B Schreiner chief engineer
Engineering & Contracting, Vol 37
The Milwaukee Peoria & St Louis RR Co projecting a line from Peoria to Rock ford has secured a large part of its right of way Construction work at the southern end of the line may be started some time in May As outlined this line starts on the east side of the river at Peoria runs along the east bank of Marshall Hennepin county seat of Putnam which town now has no railroad connection crosses the river at Depue using the trackage of the New York Central lines for the bridge and into Seatonville thence to Rockford Frank B Reid Chicago 111 is President Robert D Clarke Peoria 111 is Vice president and George E Stocking of Rochelle is Treasurer
Moodys Manual of investments - 1919
CHICAGO AND NORTH WESTERN RAILWAY COMPANY NOTE This analysis is based on official documents of the company including its annual reports of the past ten years For Definitions and Key to Ratings see pages 19 26 Origin Incorporated under Illinois laws June 7 1859 as successor to Chicago St Paul & Fond du Lac RR operating from Chicago to Fond du Lac Wis about 177 miles Extensions were made from time to time and construction of further lines added to the length of the system The Sioux City & Pacific RR was acquired in 1901 and the Fremont Elkhorn & Missouri Valley was formally absorbed in 1903 In 1909 the company purchased the Manitowoc Green Bay & Northwestern and the Milwaukee & State Line Ry In 1910 11 the Sioux City Dakota & Northwestern and the Lee County Ry were acquired These and other lines were built in the interest of the main company Among the lines recently organized are the Belle Fourche Valley Ry the James River Valley & Northwestern Ry Milwaukee Peoria & St Louis RR the Milwaukee Sparta & Northwestern Ry and the St Louis Peoria & Northwestern Ry
Monday, January 12, 2015
Map of the Milwaukee & St. Louis Air Line
From an 1874 edition of the "Wisconsin Lumberman". A high resolution image is available here.
Note that while it seems to follow the Alton from Varna to Washburn, it also includes a proposed portion from Washington, IL to Springfield, IL via Fremont, Delevan, & Middletown. I am guessing here but perhaps St. Louis would be reached via trackage rights from Springfield? I only say that due to the lack of online towns shown between St. Louis & Springfield. With the numerous references to Varna in other places I would assume that the route shown includes using the Chicago & Alton between Varna and Washington, IL.
Note that while it seems to follow the Alton from Varna to Washburn, it also includes a proposed portion from Washington, IL to Springfield, IL via Fremont, Delevan, & Middletown. I am guessing here but perhaps St. Louis would be reached via trackage rights from Springfield? I only say that due to the lack of online towns shown between St. Louis & Springfield. With the numerous references to Varna in other places I would assume that the route shown includes using the Chicago & Alton between Varna and Washington, IL.
Sunday, January 11, 2015
Illinois Report on the Milwaukee & St. Louis Air Line
Annual Report of the Railroad and Warehouse Commission of the Illinois Volume 4
REPROT OF THE MILWAUKEE AND ST LOUIS AIR LINE RAIL WAY COMPANY
TO THE Commissioners of Railroads and Warehouses of the State of Illinois For the year ending June 30 1874
OFFICERS AND OFFICES Names Address
Joshua Stark President Milwaukee Wis
TD Brewster Vice President Peru
WG Parsons Secretary Milwaukee Wis
John Black Treasurer Milwaukee Wis
General offices at Milwaukee Wis
Board of Directors Address
Edward P Allis Milwaukee Wis
John Black Milwaukee Wis
George Burnham Milwaukee Wis
Guido Ptister Milwaukee Wis
John H Van Dyke Milwaukee Wis
Joshua Stark Milwaukee Wis
RW PierceMilwaukee Wis
Philo Belden Rochester Wis
Charles L Cellum Sycamore Ill
TD Brewster Peru Ill
CC Merrick I Chicago Ill
JH Johnson Woodstock Ill
CW Marsh Sycamore Ill
GIVE PROPOSED LENGTH TERMINI AND CONNECTIONS
Charter termini are Varna in Illinois and Milwaukee Wisconsin
Length of proposed line from Milwaukee to Varna via Richmoud Sycamore Mendota and Peru Ill is about 160 miles
Prospects of completion at present very promising
DEBTS None GENERAL REMARKS The Milwaukee and St Louis Air Line R y Co was formed in the fall of 1873 by the consolidation of the Milwaukee and Northern Illinois RR Co a Wisconsin company with the Varna Peru Mendota and State Line RR Co formed under the general laws of Illinois. Several vears since the right of way was procured and work of grading done on several miles of its line by the Wisconsin Company in the State of Wisconsin.
No work has been done on the line in Illinois except the making of a preliminary survey in the winter of 1873 and 1874 since which all effort has been suspended to prosecute the enterprise The officers of the consolidated Company are not prepared to give a detailed statement in answer to the above questions the facts not being within their knowledge.
State of Wisconsin County of Milwaukee
signed
Joshua Stark President
and
Wm G Parsons Secretary of the Milwaukee and St Louis Air Line Railway Company being duly sworn depose and say that they have caused the foregoing statements to be prepared by the proper officers and agents of this Company and having carefully examined the same declare them to be a true full and correct statement of the condition and affairs of said Company on the 1st day of July AD 1874 to the best of their knowledge and belief or so far as they are now able to make the same Signed JOSHUA STARK RR Seal WM G PARSONS Subscribed and sworn to before me at Milwaukee Wis this 24th day of October AD 1874 Notarial Seal J EDW E JOHNSON Notary Public Milwaukee Co Wis Milwaukee and St Louis Air Line Railway 321
REPROT OF THE MILWAUKEE AND ST LOUIS AIR LINE RAIL WAY COMPANY
TO THE Commissioners of Railroads and Warehouses of the State of Illinois For the year ending June 30 1874
OFFICERS AND OFFICES Names Address
Joshua Stark President Milwaukee Wis
TD Brewster Vice President Peru
WG Parsons Secretary Milwaukee Wis
John Black Treasurer Milwaukee Wis
General offices at Milwaukee Wis
Board of Directors Address
Edward P Allis Milwaukee Wis
John Black Milwaukee Wis
George Burnham Milwaukee Wis
Guido Ptister Milwaukee Wis
John H Van Dyke Milwaukee Wis
Joshua Stark Milwaukee Wis
RW PierceMilwaukee Wis
Philo Belden Rochester Wis
Charles L Cellum Sycamore Ill
TD Brewster Peru Ill
CC Merrick I Chicago Ill
JH Johnson Woodstock Ill
CW Marsh Sycamore Ill
GIVE PROPOSED LENGTH TERMINI AND CONNECTIONS
Charter termini are Varna in Illinois and Milwaukee Wisconsin
Length of proposed line from Milwaukee to Varna via Richmoud Sycamore Mendota and Peru Ill is about 160 miles
Prospects of completion at present very promising
DEBTS None GENERAL REMARKS The Milwaukee and St Louis Air Line R y Co was formed in the fall of 1873 by the consolidation of the Milwaukee and Northern Illinois RR Co a Wisconsin company with the Varna Peru Mendota and State Line RR Co formed under the general laws of Illinois. Several vears since the right of way was procured and work of grading done on several miles of its line by the Wisconsin Company in the State of Wisconsin.
No work has been done on the line in Illinois except the making of a preliminary survey in the winter of 1873 and 1874 since which all effort has been suspended to prosecute the enterprise The officers of the consolidated Company are not prepared to give a detailed statement in answer to the above questions the facts not being within their knowledge.
State of Wisconsin County of Milwaukee
signed
Joshua Stark President
and
Wm G Parsons Secretary of the Milwaukee and St Louis Air Line Railway Company being duly sworn depose and say that they have caused the foregoing statements to be prepared by the proper officers and agents of this Company and having carefully examined the same declare them to be a true full and correct statement of the condition and affairs of said Company on the 1st day of July AD 1874 to the best of their knowledge and belief or so far as they are now able to make the same Signed JOSHUA STARK RR Seal WM G PARSONS Subscribed and sworn to before me at Milwaukee Wis this 24th day of October AD 1874 Notarial Seal J EDW E JOHNSON Notary Public Milwaukee Co Wis Milwaukee and St Louis Air Line Railway 321
And yet more on the Milwaukee & St. Louis Air Line
All notes below from: Annual Report of the Milwaukee Grain & Stock Exchange
The Milwaukee and St Louis Air Line Railroad Company was organized during the year and consolidated with a company owning a partially graded road from this city to the Illinois State line and the balance of the route surveyed to Varna 111 156 miles from Milwaukee where it enters the La Salle Coal basin and forms a continuation of an already completed road extending to St Louis The prospects are favorable for an early construction of this important line 01 railroad
#############
LUMBER The lumber trade of Milwaukee has steadily increased during the last four years with the improved railway connections between this city and the southwest The most important outlet in that direction however is looked for in the construction of the projected Milwaukee and St Louis Air Line Kailroad in which our lumber merchants and the vast lumber interests developed by the building of the Wisconsin Central Railroad are equally interested The Western Union Railroad has given our lumber trade access to a limited portion of Northern Illinois and Iowa but the inadequacy of the rolling stock of that road and the unfortunate lack of harmony that has existed between it and connecting lines has greatly retarded business during the past year A more direct connection between Milwaukee and the Iowa Division of the Chicago and Northwestern Railway would be of the greatest advantage to our lumber merchants because it would open to thein an immense region totally bare of pine timber and at the same time put au end to the ruinous discrimination which the Milwaukee and St Paul Railway is now forced to make against Milwaukee in competing with the Chicago and Northwestern Railway for the transportation of lumber from the northern part of the state to competing points in the southwest This connection which can be accomplished by the addition of a short link to the Kenosna and Rockford branch of the Chicago and Northwestern Railway is annually becoming more essential to the latter road because of the increasing grain trade between Milwaukee and its lines in Iowa and now that the Northwestern has acquired so large an interest here this connection will become a necessity at no distant day
############
OJ Sale Esq President of the Chamber of Commerce Milwaukee Sir As the official year of the Chamber of Commerce is drawing to a close the Committee on Commerce and Manufactures desire to lay before you a report of some of the subjects which engaged their attention during the year and to make some suggestions for the future The Committee had their attention called early last summer to the proposed air line of railroad to St Louis passing through some of the most valuable coal fields in Illinois and correspondence was entered into with the gentlemen in Illinois who were working in the interest of the enterprise in that state Through the Committee these parties were brought into communication with the representative owners of the Milwaukee and Northern Illinois Railroad Company and after considerable negotiation and with the active aid of a sub committee of this body a combination of the whole interest was effected under the name of the Milwaukee and St Louis Air Line Railroad and upon a basis which promised to result in the speedy completion of this desirable link in our railroad connections The financial panic of last fall temporarily checked this prospect but we have good reason to believe that the work will soon be actively resumed and carried to completion The question of increased storage facilities for grain in this city was taken up by the Committee and representations made to the different roads having termini here showing the urgent need of more elevator capacity While unable to state any direct result from these efforts the Committee are glad to know that at least one large elevator is at length being built by Angus Smith & Co for use by tho Northwestern Railroad and it is confidently expected that the Milwaukee and 8t Paul Railroad will also largely increase its warehousing capacity this season
The Milwaukee and St Louis Air Line Railroad Company was organized during the year and consolidated with a company owning a partially graded road from this city to the Illinois State line and the balance of the route surveyed to Varna 111 156 miles from Milwaukee where it enters the La Salle Coal basin and forms a continuation of an already completed road extending to St Louis The prospects are favorable for an early construction of this important line 01 railroad
#############
LUMBER The lumber trade of Milwaukee has steadily increased during the last four years with the improved railway connections between this city and the southwest The most important outlet in that direction however is looked for in the construction of the projected Milwaukee and St Louis Air Line Kailroad in which our lumber merchants and the vast lumber interests developed by the building of the Wisconsin Central Railroad are equally interested The Western Union Railroad has given our lumber trade access to a limited portion of Northern Illinois and Iowa but the inadequacy of the rolling stock of that road and the unfortunate lack of harmony that has existed between it and connecting lines has greatly retarded business during the past year A more direct connection between Milwaukee and the Iowa Division of the Chicago and Northwestern Railway would be of the greatest advantage to our lumber merchants because it would open to thein an immense region totally bare of pine timber and at the same time put au end to the ruinous discrimination which the Milwaukee and St Paul Railway is now forced to make against Milwaukee in competing with the Chicago and Northwestern Railway for the transportation of lumber from the northern part of the state to competing points in the southwest This connection which can be accomplished by the addition of a short link to the Kenosna and Rockford branch of the Chicago and Northwestern Railway is annually becoming more essential to the latter road because of the increasing grain trade between Milwaukee and its lines in Iowa and now that the Northwestern has acquired so large an interest here this connection will become a necessity at no distant day
############
OJ Sale Esq President of the Chamber of Commerce Milwaukee Sir As the official year of the Chamber of Commerce is drawing to a close the Committee on Commerce and Manufactures desire to lay before you a report of some of the subjects which engaged their attention during the year and to make some suggestions for the future The Committee had their attention called early last summer to the proposed air line of railroad to St Louis passing through some of the most valuable coal fields in Illinois and correspondence was entered into with the gentlemen in Illinois who were working in the interest of the enterprise in that state Through the Committee these parties were brought into communication with the representative owners of the Milwaukee and Northern Illinois Railroad Company and after considerable negotiation and with the active aid of a sub committee of this body a combination of the whole interest was effected under the name of the Milwaukee and St Louis Air Line Railroad and upon a basis which promised to result in the speedy completion of this desirable link in our railroad connections The financial panic of last fall temporarily checked this prospect but we have good reason to believe that the work will soon be actively resumed and carried to completion The question of increased storage facilities for grain in this city was taken up by the Committee and representations made to the different roads having termini here showing the urgent need of more elevator capacity While unable to state any direct result from these efforts the Committee are glad to know that at least one large elevator is at length being built by Angus Smith & Co for use by tho Northwestern Railroad and it is confidently expected that the Milwaukee and 8t Paul Railroad will also largely increase its warehousing capacity this season
More Milwaukee & St. Louis Air Line tidbits
From the "Financier, Vol 4". Not sure how Beloit fits into the route plan(?).
Milwaukee & St Louis Air Line
-A project for building a road from Milwaukee southwest to Varna IL to connect there with the Jacksonville division of the Chioago & Alton road is being discussed by Milwaukee people and others The estimated distances are given as follows:
From Milwaukee to .......
-state line 44
-Woodstock 55
-Sycamore 75
-Mendota 116(?)
-Peru 133
-Varna 156
The line in Wisconsin passes through Muskego Waterford Rochester Burlington Richmond and Beloit The following are names and addresses of those connected with the project Guido Pfister EH Ball WE Smith and EP Allis of Milwaukee CC Merrick of Chicago Charles Kellum Sycamore 111 JH Johnson Woodstock 111
Milwaukee & St Louis Air Line
-A project for building a road from Milwaukee southwest to Varna IL to connect there with the Jacksonville division of the Chioago & Alton road is being discussed by Milwaukee people and others The estimated distances are given as follows:
From Milwaukee to .......
-state line 44
-Woodstock 55
-Sycamore 75
-Mendota 116(?)
-Peru 133
-Varna 156
The line in Wisconsin passes through Muskego Waterford Rochester Burlington Richmond and Beloit The following are names and addresses of those connected with the project Guido Pfister EH Ball WE Smith and EP Allis of Milwaukee CC Merrick of Chicago Charles Kellum Sycamore 111 JH Johnson Woodstock 111
Milwaukee Southwestern Proposal
From Engineering Record, Building Record and Sanitary Engineer, Volume 40
Milwaukee Wis The Milwaukee Southwestern Ry Co is said to be considering the matter of constructing a railroad about 200 miles long Marinette Wis It is stated that the Wisconsin & Michigan Ry Co will extend its road to Duluth in the spring.
From the Chicago Tribune Nov 29, 1899
MILWAUKEE INVESTS $800,000
County Board Votes to Assist in Building Two Hundred Miles of Railroad
Milwaukee, Wis., Nov. 28.--[Special]--The County board today decided to submit to a vote of the people tho proposition of the Milwaukee and Southwestern road to build a lino from here 200 mllen to tho southwest, provided Milwaukee County purchases 800,- 000 of the preferred stock of tho road. Tho proposed road will tap tho Burlington, Illinois Central, Bock Island, and Great Northern roads In Illinois, and it Is expected will turn, a, great amount of freight to this city.
From the Interocean, Dec 30, 1899
M1LWAUKEE, Wis. V" Dec 29. Former United States Senator Warner Miller of New York. Colonel James. McNaught, formerly general counsel of the Northern Pacific rail road, and S. R. Alnslle were in Milwaukee to day. H. B. Munson find John W. Wegner, whe are taking care of the Milwaukee end of the Southwestern railroad project, left for Chicago wltb the visitors at noon. Mr. Miller said: '.- I am here In connection with th proposition to build the Milwaukee Southwestern railway. Some months' ago some Milwaukee parties came to New York with their proposition, making a statement that Milwaukee county would lend aid in building a railroad to the Southwest. Myself and associates looked over the proposition, and satisfied our selves that It was a good enterprise, and that with the aid of the county the road could be financed and built. We are still of that opinion. - "Unless the proposed aid of the county Is given we should not care to go into It, and I do not think anyone could be found who would finance It and build the road without that aid. If the citizen of Milwaukee desire to have the road constructed and believe It would be of enough benefit to the city to warrant that aid which Is asked for, they will undoubtedly vote that way. If. on the other hand, they do not think the road is wanted they will vote down the proposition. And there the matter will end. ao far aa we ar concerned. I want te say that myself and my associates hav not been th movers In this affair. The proposition waa brought to ns by people rrom Milwaukee. "I am not here to nrge the' people of Mil waukee to vote for th proposition at all. That la a matter for them to rot on from their own standpoint. I. hav been looking over the city's Industries and business, and I am entirely satisfied that a road running to the Southwest would bring a very large commerce to the city which does not come here now. and such a road would, pay." . When arked If the company Intended to file the 1300.000 bond, with the county clerk today. Senator Miller raid: . "I,am In no way connected with that matter. . I suppose the company intends to file the bond. I am going right back to Chicago to meet some parties who win are interested with us if the proposition goes through. I have not a bit of doubt tbe road will be built If the county gives tee expected support. Mr. Miller also spoke of the desirable connections the new road would make with the Wisconsin Central, the Chicago, Burlington and Quincy, and the Illinois Central. When asked if the Southwestern road would be ex-tended further Into the Southwest than the 200 mile contemplated in the formal proposition. Mr. Miller said: - "What may be done after that i do not know. - John W. Werner says the bond will be filed within a few days, and that the visit of Mr. Millier and the other <illegible> to Milwaukee has been of considerable help to the local The -visitors inspected the railroad terminals and the right o way In the Menominee valley this morning.
From the Interocean, Nov 25, 1899
The committee appointed by the mass meeting of business men to consider the propositions submitted by the Milwaukee Traffic and Terminal and the Milwaukee Southwestern Railway companies, has decided In favor of the lalter'a proposition as best calculated to serve the Interests of the city and county of Milwaukee. There will be reservations In the report, however, which will require -some changes in the proposition before it receives an us reserved recommendation from the committee. Charles Queries has been Instructed to draft the report to embody the conclusions of the committee, and a meeting will be held tomorrow afternoon at $ o'clock, when the draft -will be submitted for approval.
Dubuque Daily Herald; Jan 3, 1900
The Milwaukee and Southwestern Railroad May Touch This City. ROAD MAY BE BUILT THIS YEAR. The Shippers Would be Greatly Benefitted by This Changes on Illinois Central. One railroad will be built during the year 1900 that will cut quite a <illegible> In both western and eastern business, says the Cedar Rapids Gazette. The project Is one that should interest the people of Cedar Rapids, and the Commercial club would do a mighty good thing, to make a little Investigation of the matter. The railroad in conclusion will be known as the Milwaukee and Southwestern and during the coming year will be built at least 200 miles southwest from Milwaukee, crossing the Illinois Central and the Burlington and having a terminal for the present at some point on the Mississippi to be determined at a later date. A line <illegible> will constitute the eastern connections. Eastern and western capitalists are behind the project, among them being Warner Miller, of New York. It Is probable that the- new road will follow the line road surveyed for the Milwaukee Beloit in the fifties. A year or two before the financial panic In 1857 a number of moneyed men of Wisconsin had all arrangements made for the building of a railroad from Milwaukee to Ballot. The company was organized and had as officers, the Into Timothy 'Mower of this city being the general manager. The right of way was secured, the grading was all done, the bridges were nearly all built and the Iron was on the docks. Then came the crash and the end of the Milwaukee Beloit. The right of way has been kept alive, however, and It. Is <illegible> that the new road will take the most likely point although Clinton or Davenport may be touched, If Dubuque should as the point on the -.Mississippi the building of this new road may mean a great deal to Cedar Rapids and It Is for this reason that It might be well to investigate It. A number of Dubuque people, associated with several' gentle- men In other parts of the state, have organized the Chicago, Dubuque Southwestern, and arrangements are now being made to place surveyors In the Hold. Those In a position to know something about the matter believe that this latter company Is organized only for the purpose of securing the right of way for the Milwaukee Southwestern, and that as-soon as the arrangements have been completed, will turn it over to the former company. With a road running from the southwest, through Cedar Rapids and Dubuque to Milwaukee and thence east by the great lakes, the shippers of this part of the country would be greatly benefitted. Such a line In competition with the lines already built would undoubtedly result In in or freight rates both east and west. If such a line Is to be built Cedar Rapids should not let It pass by.
Milwaukee Wis The Milwaukee Southwestern Ry Co is said to be considering the matter of constructing a railroad about 200 miles long Marinette Wis It is stated that the Wisconsin & Michigan Ry Co will extend its road to Duluth in the spring.
From the Chicago Tribune Nov 29, 1899
MILWAUKEE INVESTS $800,000
Milwaukee, Wis., Nov. 28.--[Special]--The County board today decided to submit to a vote of the people tho proposition of the Milwaukee and Southwestern road to build a lino from here 200 mllen to tho southwest, provided Milwaukee County purchases 800,- 000 of the preferred stock of tho road. Tho proposed road will tap tho Burlington, Illinois Central, Bock Island, and Great Northern roads In Illinois, and it Is expected will turn, a, great amount of freight to this city.
From the Interocean, Dec 30, 1899
M1LWAUKEE, Wis. V" Dec 29. Former United States Senator Warner Miller of New York. Colonel James. McNaught, formerly general counsel of the Northern Pacific rail road, and S. R. Alnslle were in Milwaukee to day. H. B. Munson find John W. Wegner, whe are taking care of the Milwaukee end of the Southwestern railroad project, left for Chicago wltb the visitors at noon. Mr. Miller said: '.- I am here In connection with th proposition to build the Milwaukee Southwestern railway. Some months' ago some Milwaukee parties came to New York with their proposition, making a statement that Milwaukee county would lend aid in building a railroad to the Southwest. Myself and associates looked over the proposition, and satisfied our selves that It was a good enterprise, and that with the aid of the county the road could be financed and built. We are still of that opinion. - "Unless the proposed aid of the county Is given we should not care to go into It, and I do not think anyone could be found who would finance It and build the road without that aid. If the citizen of Milwaukee desire to have the road constructed and believe It would be of enough benefit to the city to warrant that aid which Is asked for, they will undoubtedly vote that way. If. on the other hand, they do not think the road is wanted they will vote down the proposition. And there the matter will end. ao far aa we ar concerned. I want te say that myself and my associates hav not been th movers In this affair. The proposition waa brought to ns by people rrom Milwaukee. "I am not here to nrge the' people of Mil waukee to vote for th proposition at all. That la a matter for them to rot on from their own standpoint. I. hav been looking over the city's Industries and business, and I am entirely satisfied that a road running to the Southwest would bring a very large commerce to the city which does not come here now. and such a road would, pay." . When arked If the company Intended to file the 1300.000 bond, with the county clerk today. Senator Miller raid: . "I,am In no way connected with that matter. . I suppose the company intends to file the bond. I am going right back to Chicago to meet some parties who win are interested with us if the proposition goes through. I have not a bit of doubt tbe road will be built If the county gives tee expected support. Mr. Miller also spoke of the desirable connections the new road would make with the Wisconsin Central, the Chicago, Burlington and Quincy, and the Illinois Central. When asked if the Southwestern road would be ex-tended further Into the Southwest than the 200 mile contemplated in the formal proposition. Mr. Miller said: - "What may be done after that i do not know. - John W. Werner says the bond will be filed within a few days, and that the visit of Mr. Millier and the other <illegible> to Milwaukee has been of considerable help to the local The -visitors inspected the railroad terminals and the right o way In the Menominee valley this morning.
From the Interocean, Nov 25, 1899
The committee appointed by the mass meeting of business men to consider the propositions submitted by the Milwaukee Traffic and Terminal and the Milwaukee Southwestern Railway companies, has decided In favor of the lalter'a proposition as best calculated to serve the Interests of the city and county of Milwaukee. There will be reservations In the report, however, which will require -some changes in the proposition before it receives an us reserved recommendation from the committee. Charles Queries has been Instructed to draft the report to embody the conclusions of the committee, and a meeting will be held tomorrow afternoon at $ o'clock, when the draft -will be submitted for approval.
Dubuque Daily Herald; Jan 3, 1900
The Milwaukee and Southwestern Railroad May Touch This City. ROAD MAY BE BUILT THIS YEAR. The Shippers Would be Greatly Benefitted by This Changes on Illinois Central. One railroad will be built during the year 1900 that will cut quite a <illegible> In both western and eastern business, says the Cedar Rapids Gazette. The project Is one that should interest the people of Cedar Rapids, and the Commercial club would do a mighty good thing, to make a little Investigation of the matter. The railroad in conclusion will be known as the Milwaukee and Southwestern and during the coming year will be built at least 200 miles southwest from Milwaukee, crossing the Illinois Central and the Burlington and having a terminal for the present at some point on the Mississippi to be determined at a later date. A line <illegible> will constitute the eastern connections. Eastern and western capitalists are behind the project, among them being Warner Miller, of New York. It Is probable that the- new road will follow the line road surveyed for the Milwaukee Beloit in the fifties. A year or two before the financial panic In 1857 a number of moneyed men of Wisconsin had all arrangements made for the building of a railroad from Milwaukee to Ballot. The company was organized and had as officers, the Into Timothy 'Mower of this city being the general manager. The right of way was secured, the grading was all done, the bridges were nearly all built and the Iron was on the docks. Then came the crash and the end of the Milwaukee Beloit. The right of way has been kept alive, however, and It. Is <illegible> that the new road will take the most likely point although Clinton or Davenport may be touched, If Dubuque should as the point on the -.Mississippi the building of this new road may mean a great deal to Cedar Rapids and It Is for this reason that It might be well to investigate It. A number of Dubuque people, associated with several' gentle- men In other parts of the state, have organized the Chicago, Dubuque Southwestern, and arrangements are now being made to place surveyors In the Hold. Those In a position to know something about the matter believe that this latter company Is organized only for the purpose of securing the right of way for the Milwaukee Southwestern, and that as-soon as the arrangements have been completed, will turn it over to the former company. With a road running from the southwest, through Cedar Rapids and Dubuque to Milwaukee and thence east by the great lakes, the shippers of this part of the country would be greatly benefitted. Such a line In competition with the lines already built would undoubtedly result In in or freight rates both east and west. If such a line Is to be built Cedar Rapids should not let It pass by.
Milwaukee & Southwestern Railway
From Los Angeles Herald - Feb 28, 1900
RAILROAD PLANS County Bonds Asked for the Transcontinental Line
New York, Feb. 27. —The Times says: Plans have been partially completed for a new great transcontinental railway line, with a connecting line of steamships to Liverpool, by which the distance between that city and the western grain states is to be shortened 800 miles. The new Milwaukee Southewestern is to be a part of this system, which, wher. completed, will extend to the Pacific coast. James McNaught. who returned yesterday from Milwaukee, In speaking of the scheme, said: "The final proposition of the Milwaukee Southwestern Railway company, which : to be built from Milwaukee to Rock Island will be submitted to the county board p supervisors at Milwaukee tomorrow. Th proposition will unquestionably be accepted by a large majority. It will involv a subsidy from Milwaukee- county of $800, 000 in county bonds to aid in the construction of the road, for which) the county i to receive non-cumulative preferred stocl of the company. The road will have 70- pound rails and a standard gauge, and j the manner in which the road is to be built is clearly defined in the contract with the county. This road will be operated in connection with the Canada, Atlantic and the Great Northern Railway of Canada. The line of the Canada Atlantic and its connections will be used as far as Ottawa. From there to Quebec the connection will be j furnished by the Great Northern, to Can- | ada, which is now under construction and' will be completed by June. The line will I be in full operation to Quebec by the mid- I die of August." The Canada Atlantic has an outlet on Georgian bay, so that grain could be , shipped from Milwaukee to this point by i steamer. Negotiations lor the acquisition | of steamers for the new Quebec-Liverpooi' ' ocean line, which is to be part of the system. are now pending. It has not yet been definitely settled by which route the Pacific is to be reached, but it is understood that on© of the existing lines will operate in harmony with the new route to the Atlantic.
RAILROAD PLANS County Bonds Asked for the Transcontinental Line
New York, Feb. 27. —The Times says: Plans have been partially completed for a new great transcontinental railway line, with a connecting line of steamships to Liverpool, by which the distance between that city and the western grain states is to be shortened 800 miles. The new Milwaukee Southewestern is to be a part of this system, which, wher. completed, will extend to the Pacific coast. James McNaught. who returned yesterday from Milwaukee, In speaking of the scheme, said: "The final proposition of the Milwaukee Southwestern Railway company, which : to be built from Milwaukee to Rock Island will be submitted to the county board p supervisors at Milwaukee tomorrow. Th proposition will unquestionably be accepted by a large majority. It will involv a subsidy from Milwaukee- county of $800, 000 in county bonds to aid in the construction of the road, for which) the county i to receive non-cumulative preferred stocl of the company. The road will have 70- pound rails and a standard gauge, and j the manner in which the road is to be built is clearly defined in the contract with the county. This road will be operated in connection with the Canada, Atlantic and the Great Northern Railway of Canada. The line of the Canada Atlantic and its connections will be used as far as Ottawa. From there to Quebec the connection will be j furnished by the Great Northern, to Can- | ada, which is now under construction and' will be completed by June. The line will I be in full operation to Quebec by the mid- I die of August." The Canada Atlantic has an outlet on Georgian bay, so that grain could be , shipped from Milwaukee to this point by i steamer. Negotiations lor the acquisition | of steamers for the new Quebec-Liverpooi' ' ocean line, which is to be part of the system. are now pending. It has not yet been definitely settled by which route the Pacific is to be reached, but it is understood that on© of the existing lines will operate in harmony with the new route to the Atlantic.
Fox River Valley Map
These are some screen shots from the library of congress. This must have been early in the history of the Fox River Valley as it was not referred to as the "Milwaukee & Northern Illinois" and the map does not show some of the later schemes for this area.
Note that this also shows the "Milwaukee & Beloit" railroad that was never built along with the "original" Wisconsin Central (no relation to the Soo Line predecessor) that was graded and had a few rails laid but later folded.
Note that this also shows the "Milwaukee & Beloit" railroad that was never built along with the "original" Wisconsin Central (no relation to the Soo Line predecessor) that was graded and had a few rails laid but later folded.
Milwaukee Terminal Railroad
I had never heard of this venture before. I know that there was a "Milwaukee Terminal" that was a joint venture of the Milwaukee Road and Northern Pacific in the Puget Sound area but that's not this one. This venture appears to be related to a couple of railroads without access to the city of Milwaukee trying to gain access to the city. It mentions the Wisconsin Central and I have seen mentions of the Wisconsin Central intending to use the former Fox River Valley right-of-way from Burlington to Milwaukee for Milwaukee access. I had also heard about plans for the Illinois Central to access Milwaukee via the same/similar route. However, this is the first that I have heard about the Chicago, Burlington, & Quincy, Northern Pacific, Rock Island, and/or Baltimore & Ohio attempting to gain access to Milwaukee. Please note that it says the previous mentioned railroads are "believed" to be backing the company; it does not say with absolute certainty.
CNW offer?
This is a note from the Chicago & Northwestern to the town of Rochester (WI) inquiring about stock in the Fox River Valley Railroad. Note that the C&NW did own the Fox River Valley Railroad of Illinois from Elgin to Richmond IL/Genoa City WI. This is transcribed from a photocopy I have of the document, and unfortunately the right edge is cut off. Much of the original formatting was also lost while transcribing it. I don't know if the C&NW's interest was in purchasing/building the line, or simply purchasing it to eliminate potential competition. The year is cut off of the date, but considering that it refers to the Milwaukee & St. Louis I would assume that places it in the early 1870s.
Chicago & Northwestern Railway Co.
Freight Office
C.E. Moody, Freight Agent Milwaukee WI 7/8/18xx
Supervisor, Town of Rochester
Will you favor me with answers to the following inquiries? Does the town of Rochester hold any stock or bonds of the Fox River Valley RR, now the Milwaukee & St. Louis Air Line? If so are they for sale and at what price?
Very Truly Yoours,
Alex Bergan(?)
1416 >street illegible<
Milwaukee, WI
Chicago & Northwestern Railway Co.
Freight Office
C.E. Moody, Freight Agent Milwaukee WI 7/8/18xx
Supervisor, Town of Rochester
Will you favor me with answers to the following inquiries? Does the town of Rochester hold any stock or bonds of the Fox River Valley RR, now the Milwaukee & St. Louis Air Line? If so are they for sale and at what price?
Very Truly Yoours,
Alex Bergan(?)
1416 >street illegible<
Milwaukee, WI
Milwaukee & St. Louis Air Line railway info
Note that this comes from an old journal that was scanned digitally, hence some of the words weren't interpreted by the software correctly.
WISCONSIN LUMBERMAN.
VOL. I.-FEBRUARY, 1874.-NO. 5.
THE MILWAUKEE A ST. LOUIS AIR LINE RAILWAY.
The Milwaukee & St. Louis Air Line Railway Company was formed by the consolidation of the Milwaukee & Northern Illinois R. R. Co.. and the Varna, Peru, Mendota & State Line Railway Co. The consolidation was effected on the 1st of October, 1873. The MiWwaukee & Northern Illinois R. R. Co. was incorporated in 1853 by special act of the Wisconsin legislature, under the name of the Fox River Valley L. R. Co., and the name was changed to Wisconsin & Northern Illinois R. R. Co. by act of Wisconsin legisl ture in 1859. The Varna, Peru, pghdota & State Line Railway Co. ii of more recent birth, having been organized in the spring of 1873 under the general railroad law of Illinois. At a recent meeting of the Milwaukee & St. Louis Air Line railway company in this city the following gentlemen were elected
OMORS 01 THE ROAD.
JOSHUA STARK ....... Milwaukee .......... Piddu.
TzeROg D. BROWsTSR.Perc, Il . ..... sace Presdedt.
WIL G. PARSONS .. . Milwaukee .......... Sete".
JOss BLACK .......... i Mlwaukee .......... Treasurer.
JOHN F. MUR"IL, Cbicag . .... . Chief Engineer.
DIRBCTORS.
JOBN H. VAR DT, . . Milwaukee.
ONo.s BRsEAN........................
XDWAZr P. ALI ........... ...... .....
GUIDo PSTR........... ...............
Joan BLACK .............................
RoRr W.PIK ............... . Milwaukee.
JOSHUA ST A RK...........................
PHILO Bz r ................... Rocbester, Win.
J. H. Jomisox .................. . Woodstock, IlI.
TmbDox D. BURWsTzR ............... PerU,
CARLS Km= ................... Sycamore,
C. V. MARSH ............ 4.........
C. C. MZRAIcK ...................... Chicago, "
EXECUTIVE COMIYITTEE.
JOSHUA STARK, TERxOs D. BRzwsTER,
JOHN BLACK, R. W. PIECE,
0. C. ZRncx.
The line contemplated by the management of the Milwaukee & St. Louis Air Line, and as thus far developed by preliminary examination and survey by chief engineer Murrell, will form a direct route via Waterford, Rochester and d3urlington in Wisconsin, thence through Richmond, Woodstock andSycamore, and probably through DeKalb and Mendota, in Illinois, to Peru on the Illinois river, thence via Varna and the most direct route to St. Louis.The distance between Milwaukee and St. Louis on the lines now traveled by the way of Chicago, is 379 miles, while the route of the Milwaukee & St. Louis Air Line as now contenplated would not exceed 346 miles and a very practical and desirable route would be but 340 miles in length. There would be at least a difference in the through line of 33miles in favor of the Milwaukee & St. Louis Air Line. A still greater difference in favor of the Air Line is apparent when comparisons are noted with reference to certain towns in Illinois. For instance, the distance from Milwaukee to Peru or La Salle is but 140 miles, while the distance from Chicago to La Salle is 101 miles, The distance from Milwaukee to Peoria (should the line be built that way) is 182 miles. From Milwaukee to Peoria by way of Chicago the distance is 246 miles; extra travel of 64 miles. Other instances might be cited, but the above are sufficient to illustrate. The Milwaukee & St.
Louis Air Line will of course intersect the various lines of railroad running west and northwest from Chicago, and the Western Union at Burlington, Wis. The projected line passes through a remarkably fertile and well-developed agricultural region which has long felt the necessity
of a through route to Milwaukee, and which is willing to contribute largely to the stock of the company, as it is well understood that their only hope for a competing road and a competing market lies in the success of the Milwaukee & St. Louis Air Line. Previous to the construction of the Green Bay division of the Chicago & Northwestern Railway the food crops of Northern Illinois and Southern Wisconsin found market in Milwaukee; and with the construction of the new road those localities would renew their former relations with this market and city. A large and rich field would also be opened to the wholesale merchants of Milwaukee, to which, although so near, they have of late been entirely debarred, but which should always have remained tributary to this city. A feature of perhaps greater importance is the fact of direct connection by means of the Wisconsin Central railroad with the pineries of central and northern Wisconsin and by lake navigation with the lumber products of western Michigan; giving promise that at no distant day Milwaukee will assume her proper position as one of the of the country, and develop an industry which would do more for the rapid advancement of the city than
almost any other single interest. Lumber from western Michigan and the Green Bay district can now be freighted to Milwaukee by lake at a cost of from 25 to 40 cents less per thousand feet than it can be delivered in Chicago, and with proper dockage, easily obtained, Milwaukee
would soon become the source of supply for the lumber wants of a considerable local trade that now depends exclusively on Chicago. At least along the Milwaukee & St. Louis Air Line, for a distance of eight or ten miles on each side of the road, the lumber wants of the people would
be supplied from this city. If favorable rates and suitable accommodations should also be the pleasure of the Milwaukee & St. Paul R. R. company, there is no doubt but Milwaukee would soon rank as one of the largest and most favorable lumber markets. Under the present railway
management of the roads leading out of Milwaukee, the Air Line route would become the best distributing road of lumber running out of the city, and it would be safe to estimate that twenty car-loads of mixed lumber, shingles, etc., would be shipped from Milwaukee on this road, daily.
The cost of shipping lumber from Stevens Point, on the Wisconsin river, by rail to East St. Louis is now $9.50 per thousand feet. The cost of running the same lumber to St. Louis by river is from five to six dollars per M. vihile the risk on the rapids, the actual loss and the damhge to the lumber is such as to almost balance the difference in cost of the two methods of shipment. It seems reasonable to suppose that with the construction of the Milwaukee & St. Louis Air Line the rates could be so materially reduced as to at least al low of the shipment of dressed lum-
ber from the Wisconsin river pinerie to St. Louis. Should the Wisconsin Central construct their direct line to Portage city, there can be no doubt but a most important feeder to tho Milwaukee & St. Louis road, would result therefrom; the larger portion of the lumber from the central piner
of the state would seek the outlet thus formed and undoubtedly be able to reach St. Louis by rail at cost not exceeding the present expense of running in rafts. Milwaukee possesses such grand natural facilities for handling cargo lumber and is so near the seat of manufacture, that with the construction the long needed air line to St. Louis there is not a doubt but this would increase its lumber traffic five or six fold. The lumber trade Chicago.is one of the great feature
of the success and growth of the city. Annually nine thousand cargoes of lumber are unloaded at Chicago wharfs, constituting three-fourths of the shipping business of the place. Not less than $3,000,000 is the sum of lake freights on lumber centering at Chicago. The construc-
tion of the St. Louis Air Line is one of the important conditions necessary to the development of the lumber trade of Milwaukee; and with that accomplished the minor obstacles in the way of that development, would be speedily removed. Still another feature of vast importance pertains to the and of the Illinois Valley, in the vicinity of La Salle.
VOL. I.-FEBRUARY, 1874.-NO. 5.
THE MILWAUKEE A ST. LOUIS AIR LINE RAILWAY.
The Milwaukee & St. Louis Air Line Railway Company was formed by the consolidation of the Milwaukee & Northern Illinois R. R. Co.. and the Varna, Peru, Mendota & State Line Railway Co. The consolidation was effected on the 1st of October, 1873. The MiWwaukee & Northern Illinois R. R. Co. was incorporated in 1853 by special act of the Wisconsin legislature, under the name of the Fox River Valley L. R. Co., and the name was changed to Wisconsin & Northern Illinois R. R. Co. by act of Wisconsin legisl ture in 1859. The Varna, Peru, pghdota & State Line Railway Co. ii of more recent birth, having been organized in the spring of 1873 under the general railroad law of Illinois. At a recent meeting of the Milwaukee & St. Louis Air Line railway company in this city the following gentlemen were elected
OMORS 01 THE ROAD.
JOSHUA STARK ....... Milwaukee .......... Piddu.
TzeROg D. BROWsTSR.Perc, Il . ..... sace Presdedt.
WIL G. PARSONS .. . Milwaukee .......... Sete".
JOss BLACK .......... i Mlwaukee .......... Treasurer.
JOHN F. MUR"IL, Cbicag . .... . Chief Engineer.
DIRBCTORS.
JOBN H. VAR DT, . . Milwaukee.
ONo.s BRsEAN........................
XDWAZr P. ALI ........... ...... .....
GUIDo PSTR........... ...............
Joan BLACK .............................
RoRr W.PIK ............... . Milwaukee.
JOSHUA ST A RK...........................
PHILO Bz r ................... Rocbester, Win.
J. H. Jomisox .................. . Woodstock, IlI.
TmbDox D. BURWsTzR ............... PerU,
CARLS Km= ................... Sycamore,
C. V. MARSH ............ 4.........
C. C. MZRAIcK ...................... Chicago, "
EXECUTIVE COMIYITTEE.
JOSHUA STARK, TERxOs D. BRzwsTER,
JOHN BLACK, R. W. PIECE,
0. C. ZRncx.
The line contemplated by the management of the Milwaukee & St. Louis Air Line, and as thus far developed by preliminary examination and survey by chief engineer Murrell, will form a direct route via Waterford, Rochester and d3urlington in Wisconsin, thence through Richmond, Woodstock andSycamore, and probably through DeKalb and Mendota, in Illinois, to Peru on the Illinois river, thence via Varna and the most direct route to St. Louis.The distance between Milwaukee and St. Louis on the lines now traveled by the way of Chicago, is 379 miles, while the route of the Milwaukee & St. Louis Air Line as now contenplated would not exceed 346 miles and a very practical and desirable route would be but 340 miles in length. There would be at least a difference in the through line of 33miles in favor of the Milwaukee & St. Louis Air Line. A still greater difference in favor of the Air Line is apparent when comparisons are noted with reference to certain towns in Illinois. For instance, the distance from Milwaukee to Peru or La Salle is but 140 miles, while the distance from Chicago to La Salle is 101 miles, The distance from Milwaukee to Peoria (should the line be built that way) is 182 miles. From Milwaukee to Peoria by way of Chicago the distance is 246 miles; extra travel of 64 miles. Other instances might be cited, but the above are sufficient to illustrate. The Milwaukee & St.
Louis Air Line will of course intersect the various lines of railroad running west and northwest from Chicago, and the Western Union at Burlington, Wis. The projected line passes through a remarkably fertile and well-developed agricultural region which has long felt the necessity
of a through route to Milwaukee, and which is willing to contribute largely to the stock of the company, as it is well understood that their only hope for a competing road and a competing market lies in the success of the Milwaukee & St. Louis Air Line. Previous to the construction of the Green Bay division of the Chicago & Northwestern Railway the food crops of Northern Illinois and Southern Wisconsin found market in Milwaukee; and with the construction of the new road those localities would renew their former relations with this market and city. A large and rich field would also be opened to the wholesale merchants of Milwaukee, to which, although so near, they have of late been entirely debarred, but which should always have remained tributary to this city. A feature of perhaps greater importance is the fact of direct connection by means of the Wisconsin Central railroad with the pineries of central and northern Wisconsin and by lake navigation with the lumber products of western Michigan; giving promise that at no distant day Milwaukee will assume her proper position as one of the of the country, and develop an industry which would do more for the rapid advancement of the city than
almost any other single interest. Lumber from western Michigan and the Green Bay district can now be freighted to Milwaukee by lake at a cost of from 25 to 40 cents less per thousand feet than it can be delivered in Chicago, and with proper dockage, easily obtained, Milwaukee
would soon become the source of supply for the lumber wants of a considerable local trade that now depends exclusively on Chicago. At least along the Milwaukee & St. Louis Air Line, for a distance of eight or ten miles on each side of the road, the lumber wants of the people would
be supplied from this city. If favorable rates and suitable accommodations should also be the pleasure of the Milwaukee & St. Paul R. R. company, there is no doubt but Milwaukee would soon rank as one of the largest and most favorable lumber markets. Under the present railway
management of the roads leading out of Milwaukee, the Air Line route would become the best distributing road of lumber running out of the city, and it would be safe to estimate that twenty car-loads of mixed lumber, shingles, etc., would be shipped from Milwaukee on this road, daily.
The cost of shipping lumber from Stevens Point, on the Wisconsin river, by rail to East St. Louis is now $9.50 per thousand feet. The cost of running the same lumber to St. Louis by river is from five to six dollars per M. vihile the risk on the rapids, the actual loss and the damhge to the lumber is such as to almost balance the difference in cost of the two methods of shipment. It seems reasonable to suppose that with the construction of the Milwaukee & St. Louis Air Line the rates could be so materially reduced as to at least al low of the shipment of dressed lum-
ber from the Wisconsin river pinerie to St. Louis. Should the Wisconsin Central construct their direct line to Portage city, there can be no doubt but a most important feeder to tho Milwaukee & St. Louis road, would result therefrom; the larger portion of the lumber from the central piner
of the state would seek the outlet thus formed and undoubtedly be able to reach St. Louis by rail at cost not exceeding the present expense of running in rafts. Milwaukee possesses such grand natural facilities for handling cargo lumber and is so near the seat of manufacture, that with the construction the long needed air line to St. Louis there is not a doubt but this would increase its lumber traffic five or six fold. The lumber trade Chicago.is one of the great feature
of the success and growth of the city. Annually nine thousand cargoes of lumber are unloaded at Chicago wharfs, constituting three-fourths of the shipping business of the place. Not less than $3,000,000 is the sum of lake freights on lumber centering at Chicago. The construc-
tion of the St. Louis Air Line is one of the important conditions necessary to the development of the lumber trade of Milwaukee; and with that accomplished the minor obstacles in the way of that development, would be speedily removed. Still another feature of vast importance pertains to the and of the Illinois Valley, in the vicinity of La Salle.
-Along the whole length of the road, after leaving Woodstock, the inhabitants are compelled to use coal for fuel, no wood of any description being in that part of the country. The coal now must be hauled to Chicago, a distance of at least 100 miles; a there transferred and shipped to
i points along this road, making the y hauling distance, in most cases, 160 t to 170 miles to points that are not on Ian average more than forty to sixty a miles distance from much superior coal. It is easily to be seen that all the coal consumed must necessarily a- find its way over this road to supply, the wants of the people along the line of the road and its vicinity. The of same argument also applies to all s, roads intersected by this, for railroad corporations, like individuals, generally seek the cheapest and best market. Coal could be delivered to es the points of crossing those roads at cheaper than those roads can buy delivered on cars in Chicago, thus saving to them a hauling distance of about seventy miles, which at the
lowest hauling cost, one cent per ton per mile, would equal $7 per car-load. The same argument applies to the towns and villages on most roads running west, and all running northwest from Chicago. The road would act as a feeder and supply for them all. The value of cheap, good coal to Milwaukee would soon be felt in the increased stimulus given to man-
ufactures, not only of iron, but other products. The city of Milwaukee alone would consume in its furnaces, water-works and other public works, domestic wants, etc., 300 tons per day.
The certainty that the Milwaukee & St. Louis Air Line railroad would soon become one of the most profitable lines of the central railroad system of the United States, seems assured when we realize the late, but rapid and wonderful development of northern Wisconsin and the Peninsula of Michigan. Untold wealth lies dormant in the iron mines, the forests, and in the agricultural and cranberry lands of that region. Capital and immigration are turning in that direction. Milwaukee, by the possession of the Wisconsin Central, has power to establish and maintain controlling commercial interests there with; but the construction of the Milwaukee & St. Louis Air Line is an absolute essential to the grand results which would soon become apparent as the trade and commerce of northern Wisconsin and the Peninsula of Michigan sought its proper channel to the valley of the Mississlppi. The through east freights from St. Louis and the south-east would seek like shipment at Milwaukee; an increased commerce would necessitate new and, extended wharfs; manufactures would be greatly stimulated; and Milwaukee would be forced to utilize their natural advantages of her location and surroundings. The question of the building of the road is of vital importance to this city, and is within the power of easy solution. Consid erable work was done several years ago on the line of the former Milwaukee & Northern Illinois road, and that work is now the property of the proposed route; there is no doubt but liberal subscriptions from the line of the road will greatly increase
the capital stock of the company; and it remains for Milwaukee and St. Louis to extend every possible assistance and encouragement. From the report of the chief engineer, John F. Murrell, we append the following estimates as to the probable business of the line if constructed:
"From careful calculations and estimates founded on the basis of other
roads, I find the business that must necessarily find its way over this
road for the first five years of its working, would not be less than
$5,500 per mile per year
a little less than one-half the earnings per mile of the Chicago & Northwestern railway. That for 140 miles would be $770,000 per year total earnings. Deducting 56 per cent., the average working expenses and repairs of railroads, $431,200, leaving a balance of $338,800 to be- applied on the interest and dividends on a basis of 8 per cent., that represent interest on a stock and bonded indebtedness of $4,235,000, or inter.est 8 per cent. on $30,250 per mile
-cost. According to the estimates herewith submitted, which have been all very carefully considered and calculated, and everything allowed and treated in a liberal manner, the cost
per mile for the completed road is $18,631.64, including rolling stock; or total cost from Milwaukee to Peru 2,622,403.22, which require net receipts of road to amount to (after
paying working expenses,etc.,)$209,792.25, to pay interest at 8 per cent., ,or a total gross earnings of $3,406 per mile per year. There can be no doubt that the total earnings per
mile will far exceed that amount. I think double it, for I cannot see why the receipts per mile per year should not equal the Milwaukee & St. Paul Railway as soon as the road gets reg-
ulated and in good running order. And I have no doubt, should the road be constructed, that the future operations of the road would satisfactorily prove such to be the result." The clerks in Ingram, Kennedy & Mason's store recently presented Mr.Mason with a beautiful silver pitcher and goblets to match. The presentation was made by Mr. Kennedy, followed by an appropriate speech by Mr. Brown, after which Mr. Mason returned thanks in a neat little speech, and festivities ensued. The Juneau Co. Argus in its annual commercial review of New Lisbon says:
There are two saw mills, one operated by steam the other by water. The steam saw mill is owned by Hon. H. F. C. Nichols, and is run to full capacity during the summer and fall months
at the close of which mill hands are assigned to the supervision of logging camps in the woods during the winter. The water mill is owned by the firm of -J. & E. Smart, who are also owners of
the flouring mill. Both estabshments are considered handsome property for one manufacturing firm to own and of Course are run with suceess.
i points along this road, making the y hauling distance, in most cases, 160 t to 170 miles to points that are not on Ian average more than forty to sixty a miles distance from much superior coal. It is easily to be seen that all the coal consumed must necessarily a- find its way over this road to supply, the wants of the people along the line of the road and its vicinity. The of same argument also applies to all s, roads intersected by this, for railroad corporations, like individuals, generally seek the cheapest and best market. Coal could be delivered to es the points of crossing those roads at cheaper than those roads can buy delivered on cars in Chicago, thus saving to them a hauling distance of about seventy miles, which at the
lowest hauling cost, one cent per ton per mile, would equal $7 per car-load. The same argument applies to the towns and villages on most roads running west, and all running northwest from Chicago. The road would act as a feeder and supply for them all. The value of cheap, good coal to Milwaukee would soon be felt in the increased stimulus given to man-
ufactures, not only of iron, but other products. The city of Milwaukee alone would consume in its furnaces, water-works and other public works, domestic wants, etc., 300 tons per day.
The certainty that the Milwaukee & St. Louis Air Line railroad would soon become one of the most profitable lines of the central railroad system of the United States, seems assured when we realize the late, but rapid and wonderful development of northern Wisconsin and the Peninsula of Michigan. Untold wealth lies dormant in the iron mines, the forests, and in the agricultural and cranberry lands of that region. Capital and immigration are turning in that direction. Milwaukee, by the possession of the Wisconsin Central, has power to establish and maintain controlling commercial interests there with; but the construction of the Milwaukee & St. Louis Air Line is an absolute essential to the grand results which would soon become apparent as the trade and commerce of northern Wisconsin and the Peninsula of Michigan sought its proper channel to the valley of the Mississlppi. The through east freights from St. Louis and the south-east would seek like shipment at Milwaukee; an increased commerce would necessitate new and, extended wharfs; manufactures would be greatly stimulated; and Milwaukee would be forced to utilize their natural advantages of her location and surroundings. The question of the building of the road is of vital importance to this city, and is within the power of easy solution. Consid erable work was done several years ago on the line of the former Milwaukee & Northern Illinois road, and that work is now the property of the proposed route; there is no doubt but liberal subscriptions from the line of the road will greatly increase
the capital stock of the company; and it remains for Milwaukee and St. Louis to extend every possible assistance and encouragement. From the report of the chief engineer, John F. Murrell, we append the following estimates as to the probable business of the line if constructed:
"From careful calculations and estimates founded on the basis of other
roads, I find the business that must necessarily find its way over this
road for the first five years of its working, would not be less than
$5,500 per mile per year
a little less than one-half the earnings per mile of the Chicago & Northwestern railway. That for 140 miles would be $770,000 per year total earnings. Deducting 56 per cent., the average working expenses and repairs of railroads, $431,200, leaving a balance of $338,800 to be- applied on the interest and dividends on a basis of 8 per cent., that represent interest on a stock and bonded indebtedness of $4,235,000, or inter.est 8 per cent. on $30,250 per mile
-cost. According to the estimates herewith submitted, which have been all very carefully considered and calculated, and everything allowed and treated in a liberal manner, the cost
per mile for the completed road is $18,631.64, including rolling stock; or total cost from Milwaukee to Peru 2,622,403.22, which require net receipts of road to amount to (after
paying working expenses,etc.,)$209,792.25, to pay interest at 8 per cent., ,or a total gross earnings of $3,406 per mile per year. There can be no doubt that the total earnings per
mile will far exceed that amount. I think double it, for I cannot see why the receipts per mile per year should not equal the Milwaukee & St. Paul Railway as soon as the road gets reg-
ulated and in good running order. And I have no doubt, should the road be constructed, that the future operations of the road would satisfactorily prove such to be the result." The clerks in Ingram, Kennedy & Mason's store recently presented Mr.Mason with a beautiful silver pitcher and goblets to match. The presentation was made by Mr. Kennedy, followed by an appropriate speech by Mr. Brown, after which Mr. Mason returned thanks in a neat little speech, and festivities ensued. The Juneau Co. Argus in its annual commercial review of New Lisbon says:
There are two saw mills, one operated by steam the other by water. The steam saw mill is owned by Hon. H. F. C. Nichols, and is run to full capacity during the summer and fall months
at the close of which mill hands are assigned to the supervision of logging camps in the woods during the winter. The water mill is owned by the firm of -J. & E. Smart, who are also owners of
the flouring mill. Both estabshments are considered handsome property for one manufacturing firm to own and of Course are run with suceess.
I intend to use this blog as a place to save information about some of the projected but never built railways that intended on going through Burlington or the surrounding area (such as Lake Geneva). I may from time to time include other railroads of interest to me such as the Illinois Central. I'll also throw some tidbits unrelated to this area or from "built" railroads on occasion as well
Planned railroads that I am aware of:
- Fox River Valley Railroad/Milwaukee & Northern Illinois Railroad
- Geneva & Burlington Railroad
- Milwaukee & Southwestern
- Milwaukee & St. Louis Air Line
- Milwaukee Southern
- Wisconsin Central Ry (original route via Lake Geneva & Elkhorn).
.
Planned railroads that I am aware of:
- Fox River Valley Railroad/Milwaukee & Northern Illinois Railroad
- Geneva & Burlington Railroad
- Milwaukee & Southwestern
- Milwaukee & St. Louis Air Line
- Milwaukee Southern
- Wisconsin Central Ry (original route via Lake Geneva & Elkhorn).
.
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