A St Paul dispatch dated January 30th says Edward G Russell division superintendent of the Illinois Central says that he has just had a consultation with president Fish relative to extending the road from Madison to Portage, a distance of about 40miles and from that point to Minneapolis and St Paul. The decision to build he says is practically made. Mr Russell said the road would be built before the Fair opens .
Railway World Feb 14 1891
Some miscellaneous railroad history tidbits around Burlington, WI and the surrounding area.
Tuesday, November 8, 2016
IC, WC extensions
Wisconsin Central The surveys are nearly complete of the line from Abbotsford to Merrill Wis The line will be 70 miles in length and contracts will be let about Aug 20 It is also stated that a line will be run from Wausau to Rib Lake
Engineering News - July 30, 1887
==========
Illinois Central On the Chicago Madison & Northern road from Freeport to Chicago about three fourths of the grading is done between Freeport and Elmhurst 19 miles west of Chicago. On the line from Freeport to Madison about 85 per cent of the grading is done and 25 per cent of the tunnelling and half the track is laid. It is stated that surveyors are to take the field at once to locate the line from Madison north to Portage about 40 miles. It is also definitely stated that the rumored extension from Sioux Falls to central Dakota will be surveyed at once.
Wisconsin Central The Chicago Lake Geneva & Pacific Ry Company project a road in this company's interest from Chicago to Duluth via Lake Geneva Whitewater and Portage City. At present however the line from Lake Geneva to Portage 110 miles is the only part definitely planned On this line the right ofway is secured and 60 miles are graded. JoHN E BURTON of Lake Geneva is President and HowARD MoRBIs of Milwaukee General Manager The Wisconsin Central has just begun operations on a line from Lake Geneva to Antioch 20 miles
Engineering News - August 13, 1887
==========
The Wisconsin Central's completion of extension to Chicago combined with the improvement in the business has sent its earnings up with a rush year they have completed an extension of miles in the Gogebic mining region they have begun surveys on a line which shorten the distance from Chicago to St and Duluth The line will begin at Antioch Ill and run via Lake Geneva Elkhorn Jefferson to Portage City a distance of miles Extensions into the lumber tracts northern Wisconsin are projected from and Rib Lake.
The Illinois Central last year put most of its energy upon extensions in Mississippi This year they are doing but little in the South It is rumored that the company is considering an extension to Decatur Ala from Milan Tenn and also from Aberdeen Miss It has recently placed under survey a line from Jackson Tenn to Memphis about 90 miles which will probably be built The Central Missouri line now building across the State of Missouri is conjectured to be backed by this company for an outlet to Kansas City Whether every railroad manager is so desirous of an outlet to Kansas City as the boomers of that enterprising village suppose may be opened to question. But while the Illinois Central is not taking part in the feverish activity of the South to any great extent it is entering upon a very active extension policy from its northern termini The work on the Chicago Madison & Northern lines from Freeport to Chicago 125 miles and to Madison Wis 65 miles is far advanced and they will probably be open for traffic by the end of the year And the company proposes to own a considerable mileage in Wisconsin. From Madison surveyors are working on a line to run north 40 miles to Portage City and the Freeport Dodgville & Northern line has just been put under contract from near Freeport to Dodgeville Wis, about 60 miles. That this line is intended to extend at no distant day from Dodgville up through the western tier of Wisconsin counties, which are still wanting in railroad facilities, to St Paul there can be little doubt. But it is in northwestern Iowa that the company has just exhibited the greatest inclination to rush things Lines have been recently put under contract from Cherokee Ia to Onawa 59 miles and to Sioux Falls Dak about 90 miles to be ready for in 60 days. We have it on good authority that this is the first move of the Illinois Central toward an active granger campaign and that it will soon push its lines through southern Dakota and northern Nebraska A region which offers abundant opportunities for success in this line.
Engineering News - August 13, 1887
Engineering News - July 30, 1887
==========
Illinois Central On the Chicago Madison & Northern road from Freeport to Chicago about three fourths of the grading is done between Freeport and Elmhurst 19 miles west of Chicago. On the line from Freeport to Madison about 85 per cent of the grading is done and 25 per cent of the tunnelling and half the track is laid. It is stated that surveyors are to take the field at once to locate the line from Madison north to Portage about 40 miles. It is also definitely stated that the rumored extension from Sioux Falls to central Dakota will be surveyed at once.
Wisconsin Central The Chicago Lake Geneva & Pacific Ry Company project a road in this company's interest from Chicago to Duluth via Lake Geneva Whitewater and Portage City. At present however the line from Lake Geneva to Portage 110 miles is the only part definitely planned On this line the right ofway is secured and 60 miles are graded. JoHN E BURTON of Lake Geneva is President and HowARD MoRBIs of Milwaukee General Manager The Wisconsin Central has just begun operations on a line from Lake Geneva to Antioch 20 miles
Engineering News - August 13, 1887
==========
The Wisconsin Central's completion of extension to Chicago combined with the improvement in the business has sent its earnings up with a rush year they have completed an extension of miles in the Gogebic mining region they have begun surveys on a line which shorten the distance from Chicago to St and Duluth The line will begin at Antioch Ill and run via Lake Geneva Elkhorn Jefferson to Portage City a distance of miles Extensions into the lumber tracts northern Wisconsin are projected from and Rib Lake.
The Illinois Central last year put most of its energy upon extensions in Mississippi This year they are doing but little in the South It is rumored that the company is considering an extension to Decatur Ala from Milan Tenn and also from Aberdeen Miss It has recently placed under survey a line from Jackson Tenn to Memphis about 90 miles which will probably be built The Central Missouri line now building across the State of Missouri is conjectured to be backed by this company for an outlet to Kansas City Whether every railroad manager is so desirous of an outlet to Kansas City as the boomers of that enterprising village suppose may be opened to question. But while the Illinois Central is not taking part in the feverish activity of the South to any great extent it is entering upon a very active extension policy from its northern termini The work on the Chicago Madison & Northern lines from Freeport to Chicago 125 miles and to Madison Wis 65 miles is far advanced and they will probably be open for traffic by the end of the year And the company proposes to own a considerable mileage in Wisconsin. From Madison surveyors are working on a line to run north 40 miles to Portage City and the Freeport Dodgville & Northern line has just been put under contract from near Freeport to Dodgeville Wis, about 60 miles. That this line is intended to extend at no distant day from Dodgville up through the western tier of Wisconsin counties, which are still wanting in railroad facilities, to St Paul there can be little doubt. But it is in northwestern Iowa that the company has just exhibited the greatest inclination to rush things Lines have been recently put under contract from Cherokee Ia to Onawa 59 miles and to Sioux Falls Dak about 90 miles to be ready for in 60 days. We have it on good authority that this is the first move of the Illinois Central toward an active granger campaign and that it will soon push its lines through southern Dakota and northern Nebraska A region which offers abundant opportunities for success in this line.
Engineering News - August 13, 1887
Another Milwaukee Southern article
ROADS TO ENTER MILWAUKEE.
Burlington, Wabash and Illinois Central Have Building Plans.
••Milwaukee. Wis., July 26.—Rumors in railroad circles are crystalizing to the effect that Milwaukee will be placed on the direct lines of the Chicago Burlington and Quincy railway system, the Wabash railway and the Illinois Central, provided that the Milwaukee Southern succeeds in building lines in to this city for which franchises have been granted.
The visit to this city ais week of H. I). Judson, general superintendent of the Illinois district of the Burlington, with Attorney Miller of Chicago, Ill. said to have had the purpose of ascertaining the lay of the land here, preparatory to considering a proposal to enter Milwaukee over the Milwaukee
Southern line from De Kalb and Rock ford, Ill.
It is said that at present the Milwaukee-Southern has not the money to build its proposed lines and that the Burlington or some other railway has been asked to lend financial as well as moral support.
Evening times-Republican. (Marshalltown, Iowa), July 26, 1906
Burlington, Wabash and Illinois Central Have Building Plans.
••Milwaukee. Wis., July 26.—Rumors in railroad circles are crystalizing to the effect that Milwaukee will be placed on the direct lines of the Chicago Burlington and Quincy railway system, the Wabash railway and the Illinois Central, provided that the Milwaukee Southern succeeds in building lines in to this city for which franchises have been granted.
The visit to this city ais week of H. I). Judson, general superintendent of the Illinois district of the Burlington, with Attorney Miller of Chicago, Ill. said to have had the purpose of ascertaining the lay of the land here, preparatory to considering a proposal to enter Milwaukee over the Milwaukee
Southern line from De Kalb and Rock ford, Ill.
It is said that at present the Milwaukee-Southern has not the money to build its proposed lines and that the Burlington or some other railway has been asked to lend financial as well as moral support.
Evening times-Republican. (Marshalltown, Iowa), July 26, 1906
Monday, August 29, 2016
Important Extension of the Racine & Mississippi Road
Wm. E. Cramer, Esq., of the Milwaukee Daily Wisconsin, who is spending a few weeks in New York City, writes from that place as follows concerning the Racine Road: "We learn from G.A. Thompson, Gen Manager of the Racine & Mississippi Railroad, that the road will be extended from Savannah to Rock Island by the first of October - thus bringing the valuable coal fields of Illinois into direct communication with southern Wisconsin. The distance is 52 miles, 26 miles of which are completed. When the Milwaukee finishes its line to Burlington, we shall have a direct road of 200 miles to the valuable coal fields of Illinois.
Cheap Coal would be of immense value to the future growth of Milwaukee. In view of the extension of the Racine Road to Rock Island, the completion of the short line to Burlington assumes an importance in every interest in our City - not inferior to that of any other line ever projected from Milwaukee. We further lean that there is no probability of the Racine Road being sold to the Chicago & Northwester. The latter, has as large a load as it can carry.
The decline of the price of iron will enable the Racine road to complete its extension of 26 miles at a cost not exceeding $18,000 per mile.
Burlington Standard Press 5/24/1865
Cheap Coal would be of immense value to the future growth of Milwaukee. In view of the extension of the Racine Road to Rock Island, the completion of the short line to Burlington assumes an importance in every interest in our City - not inferior to that of any other line ever projected from Milwaukee. We further lean that there is no probability of the Racine Road being sold to the Chicago & Northwester. The latter, has as large a load as it can carry.
The decline of the price of iron will enable the Racine road to complete its extension of 26 miles at a cost not exceeding $18,000 per mile.
Burlington Standard Press 5/24/1865
New Railroad in Northern Illinois
[From the Rock Island Argus]
The Northern Railroad is the name of the corporation which is now building a line from Rock Island via Fulton to Racine, Wis. The iron will be laid to Fulton today (Saturday, July 22), which completes the road from Fulton to Racine, Wis. The road is graded from Fulton to Cordova, and the work is being pushed forward as fast as men and money can do it. The iron for the road from Fulton to this city has been all purchased and is afloat. A bill of lading for it has been received, and it will soon begin to arrive.
The company is composed of wealthy Scotch capitalists, and there will be no delay in getting the road in running order to this city.
We believe it is also contemplated to extend the road to Warsaw.
Burlington Standard Press 8/2/1865
The Northern Railroad is the name of the corporation which is now building a line from Rock Island via Fulton to Racine, Wis. The iron will be laid to Fulton today (Saturday, July 22), which completes the road from Fulton to Racine, Wis. The road is graded from Fulton to Cordova, and the work is being pushed forward as fast as men and money can do it. The iron for the road from Fulton to this city has been all purchased and is afloat. A bill of lading for it has been received, and it will soon begin to arrive.
The company is composed of wealthy Scotch capitalists, and there will be no delay in getting the road in running order to this city.
We believe it is also contemplated to extend the road to Warsaw.
Burlington Standard Press 8/2/1865
Friday, August 12, 2016
Enough Lines to St. Paul
Chicago, Aug. 27 - President Clarke, of the Illinois Central, says that the consultations between him, Vice-President Fish, and the attorneys of his company during the last day or two have had no reference whatever to tan absorption of the Minnesota & Northwestern Railroad by his company. The Minnesota and Northwestern people had been making efforts to get the Illinois Central to father their scheme and thus place this road in a false position before the public. Neither Mr. Clarke nor any of the officers of the Illinois Central take much stock in the proposed scheme to secure another through line to St. Paul by joining the interests of the Illinois Central and the Minnesota & Northwestern. Mr. Clarke thinks there are already more roads between Chicago and Str. Paul than there is any need for. The Northwestern and Milwaukee & St. Paul alone could take good care of all business there is at present without crowding them too much. The Illinois Central will do business with the Minnesota & Northwestern on the same terms as with other roads, but it will not countenance the cutting of rates on St. Paul, Minneapolis, or Northwestern business and it will require full proportions on all business it receives from the Minnesota & Northwestern. If any cut is made it will have to be borne by the latter road alone.
No action has yet been taken by the Illinois Central regarding the extension of the lease of its Iowa lines. The present lease, as is generally known, expires in 1887.
NY Times - Aug. 28, 1885
No action has yet been taken by the Illinois Central regarding the extension of the lease of its Iowa lines. The present lease, as is generally known, expires in 1887.
NY Times - Aug. 28, 1885
Wisconsin Central offices
Milwaukee, Wis., Feb. 28 - It is announced here this afternoon that all offices of the Wisconsin Central Railroad will be moved to Chicago May 1. The traffic department is already there, and the removal of the other offices is found necessary for the facilitation of business, since the leasing of the road by the Northern Pacific. The offices to be moved will include those of the General Manager, General Superintendent, Auditor, Chief Engineer, Cashier, Purchasing Agent, Legal Department, and Land Department.
NY Times March 1, 1891
NY Times March 1, 1891
A Big Consolidation - WC & NP
Milwaukee, Wis, Oct. 9. - A private letter written by President Colby of the Wisconsin Central Railroad to a stockholder of the Northern Pacific system reveals a gigantic railway consolidation that will connect the two oceans and revolutionize international railway traffic. It was never intended that the letter should become public. It contains the inside workings of a great scheme, which is not yet entirely completed.
The consolidation of the Wisconsin Central and the Northern Pacific systems in amicable traffic agreement was the first step. Henry Villard has secretly been at work to gain possession of a controlling interest in the Northern Pacific, and has formed an alliance with Charles and Joseph Colby, who have unlimited means. Through this alliance a majority of the Northern Pacific stock has been secured.
Henry Villard will be restored to his lost estate by being made President of the Northern Pacific system. All his former enemies will be shorn of their power, and one of the greatest railway consolidation in the world will be consummated. Even now the contracts have been signed whereby the Baltimore & Ohio Railroad is to enter into an agreement with the consolidated Wisconsin Central and Northern Pacific lines connecting the two oceans. The Atchison is also in the deal, reaching Mexico and southern California. Chicago will be made the centre of operating the three great lanes. The Northern Pacific will be extended from Puget Sound and built into Alaska, making a continuous line from New York City to Sitka.
Baltimore, Oct. 9 - In the absence of President Mayer, who is attending a coal meeting in Philadelphia, Vice President King was shown the story of the Colby letter. He said that as far as the B&O is concerned there is nothing in this report; which is started to affect the market. The Wisconsin Central and the Northern Pacific are of course already on very pleasant terms, but it has always been the policy of the Baltimore and Ohio and other trunk lines east to avoid any affiliation with western roads at Chicago to the exclusion of others. It is more profitable to be independent.
First Vice President Orlando Smith also denied the story, saying that when the Baltimore and Ohio inspection party were in Chicago recently they looked over the terminals of the Wisconsin Central and made a short trip over their terminal road, and to this fact was doubtless due the manufacture of the story.
NY Times Oct 10, 1889
The consolidation of the Wisconsin Central and the Northern Pacific systems in amicable traffic agreement was the first step. Henry Villard has secretly been at work to gain possession of a controlling interest in the Northern Pacific, and has formed an alliance with Charles and Joseph Colby, who have unlimited means. Through this alliance a majority of the Northern Pacific stock has been secured.
Henry Villard will be restored to his lost estate by being made President of the Northern Pacific system. All his former enemies will be shorn of their power, and one of the greatest railway consolidation in the world will be consummated. Even now the contracts have been signed whereby the Baltimore & Ohio Railroad is to enter into an agreement with the consolidated Wisconsin Central and Northern Pacific lines connecting the two oceans. The Atchison is also in the deal, reaching Mexico and southern California. Chicago will be made the centre of operating the three great lanes. The Northern Pacific will be extended from Puget Sound and built into Alaska, making a continuous line from New York City to Sitka.
Baltimore, Oct. 9 - In the absence of President Mayer, who is attending a coal meeting in Philadelphia, Vice President King was shown the story of the Colby letter. He said that as far as the B&O is concerned there is nothing in this report; which is started to affect the market. The Wisconsin Central and the Northern Pacific are of course already on very pleasant terms, but it has always been the policy of the Baltimore and Ohio and other trunk lines east to avoid any affiliation with western roads at Chicago to the exclusion of others. It is more profitable to be independent.
First Vice President Orlando Smith also denied the story, saying that when the Baltimore and Ohio inspection party were in Chicago recently they looked over the terminals of the Wisconsin Central and made a short trip over their terminal road, and to this fact was doubtless due the manufacture of the story.
NY Times Oct 10, 1889
Friday, April 15, 2016
Sioux City to Salt Lake
Chicago, Nov 3. - The proposed railway from Salt Lake City to Sioux City, IA, is now spoken of as an assured enterprise, with a syndicate behind it which proposes to complete the entire line within the next two years. The line is divided into three corporations, known as the Salt Lake Valley Eastern, the Wyoming & Eastern, and the Nebraska & Western Railway Companies. When these companies were incorporated a good deal of gossip was indulged in concerning the probable relations of the project to one of the big western systems. The report that was generally accepted as the most plausible, and which was industriously circulated until an offical denial choked its career was one placing the responsibility on the Illinois Central people and designating the proposed railway as an extension of the Illinois Central line from Sioux City across to Nebraska to the Wyoming foal fields and probably to Denver. It is now understood that the project road isnot connected with any of the great railway companies but is an independent line, to be constructed and operated with the idea of exchanging business with all other companies on an equal basis. Construction has commenced on the Salt Lake Valley & Eastern Division.
NY Time Nov 4, 1888
NY Time Nov 4, 1888
Friday, April 1, 2016
IC's Wisconsin Division - yes it did exist
Wisconsin division South Elmhurst to Freeport 94.80
Madison branch Freeport to Madison 61.59
Dodgeville branch Freeport to Dodgeville 65.32
Historical Sketch of the Illinois Central Railroad - Ackerman
==========
Illinois Central RR - The title of the Northern Division been changed to Amboy Division, that of the Middle Division to Pontiac Division, The Chicago Madison and Northern Railroad is now called the Wisconsin Division of the Illinois Central.
Official Railway Guide XXVIII
==========
The Illinois Central has changed the names of six of its operating divisions:
The name of the Chicago division has been changed to the Illinois division
The Peoria division to the Indiana division.
The Freeport division to the Wisconsin division.
The Dubuque division to the Minnesota division.
The Cherokee Omaha division to the Iowa division.
The Louisville division to the Kentucky division.
The railroad from Effingham to Indianapolis Ind heretofore known as the Indianapolis Southern will be operated as a part of the Illinois Central and will become a part of the Indiana division.
The "Conductor & Brakeman" Vol 28
==========
Preparation for New Locomotives Involves Extensive Terminal Improvements On the Illinois Central RR. The acquisition of heavier locomotives on the Springfield Division between Centralia and Clinton, on the Wisconsin Division between Clinton and Freeport and on the Tennessee Division between Fulton and Paducah Ky, was preceded by the extension of passing tracks and yards enlargement of roundhouses installation of turntables and the rebuilding and strengthening of bridges. Notwithstanding the fact that the delivery of these locomotives was not to begin until some time in January 1921 the railroad company in May 1920 authorized the construction of the facilities to permit the operation of the first fifty engines
Railway Review - April 9, 1921 Vol 68
Thursday, March 31, 2016
WC Wausau Branch
Wisconsin Central It is stated that this company intends soon to build its proposed branch from Abbottsford Wis west to Wausau a distance of about 38 miles
Railway Age Vol 11. July 1, 1886
Railway Age Vol 11. July 1, 1886
WC branch to Lake Geneva
Wisconsin Central It is said that this company build a branch to Lake Geneva Wis either from Burlington or Wheatland The distance is about 12 miles would bring the Wisconsin Central into direct with the Chicago & North Western at one of the summer resort,
Railway Age Vol 11, Nov 25 1886
Railway Age Vol 11, Nov 25 1886
More IC to Milwaukee
Illinois Central A dispatch from Waukesha Wis says that a party of surveyors stated to be in the employ of the Illinois Central railway company is working be tween that place and Milwaukee and it is believed to be the intention to extend the Freeport 6 Madison line to Milwaukee The city of Freeport has offered this company the buildings erected for an iron manufactory on condition that it will locate its division shops and headquarters there and it is thought that the proposition will be accepted
Railway Age Vol 11 Sept 30, 1886
Railway Age Vol 11 Sept 30, 1886
IC north of Madison
THE Illinois Central is said to intend pushing proposed Freeport and Madison road north to a connection with the Milwaukee Lake Shore & railway at Oshkosh Wis thus reaching the lumber and iron regions of northern Wisconsin Michigan and giving them an outlet almost due southward through the heart of Illinois to the Gulf Mexico The distance from Madison to Oshkosh less than 80 miles A company has been to build between these places though the Illinois Central disclaims connection with it.
Railway Age. Vol 11. Aug 19, 1886
==========
Madison & Oshkosh Incorporated in Wisconsin to build a railroad from Madison via Columbus and Beaver Dam to Oshkosh a distance of 85 miles passing through the counites of Dane Columbia Dodge Fond du Leo and Winnebago Capital stock $200,000 Incorporators Daniel Campbell AC Parkinson Frank F Proudfit and John H Clark all of Madison and HB Harshaw Osh kosh A dispatch says that it is thought to be an Illinois Central scheme to get connection at Oshkosh with the Milwaukee 8 Northern and Wisconsin Central for Ashland thus avoiding the building of an independent line from Madison to Lake Superior
Railway Age. Vol 11. Aug 19, 1886
==========
Illinois Central railroad company noted for its conservatism finds itself compelled by activity of its competitors to also join in the movement of extension It has already commenced for a line from Chicago to Freeport Ill and north with the apparent intention of pushing on St Paul Madison the capital of Wisconsin about miles east of north from Freeport is one of the objective points and the company is stated to have purchased depot grounds there Few railways in country are on a more solid financial basis than Illinois Central and if it considers it expedient parallel the lines of its rivals throughout the northwest it is abundantly able to do so
Railway Age. Vol 11. Jul 29, 1886
Railway Age. Vol 11. Aug 19, 1886
==========
Madison & Oshkosh Incorporated in Wisconsin to build a railroad from Madison via Columbus and Beaver Dam to Oshkosh a distance of 85 miles passing through the counites of Dane Columbia Dodge Fond du Leo and Winnebago Capital stock $200,000 Incorporators Daniel Campbell AC Parkinson Frank F Proudfit and John H Clark all of Madison and HB Harshaw Osh kosh A dispatch says that it is thought to be an Illinois Central scheme to get connection at Oshkosh with the Milwaukee 8 Northern and Wisconsin Central for Ashland thus avoiding the building of an independent line from Madison to Lake Superior
Railway Age. Vol 11. Aug 19, 1886
==========
Illinois Central railroad company noted for its conservatism finds itself compelled by activity of its competitors to also join in the movement of extension It has already commenced for a line from Chicago to Freeport Ill and north with the apparent intention of pushing on St Paul Madison the capital of Wisconsin about miles east of north from Freeport is one of the objective points and the company is stated to have purchased depot grounds there Few railways in country are on a more solid financial basis than Illinois Central and if it considers it expedient parallel the lines of its rivals throughout the northwest it is abundantly able to do so
Railway Age. Vol 11. Jul 29, 1886
Wednesday, March 30, 2016
Milwaukee Southern
The new Milwaukee Southern RR is having hard sledding particularly since it ran up against the nine Socialist aldermen who form one of the unique exhibits of Schlitztown How they came to fall in lin_e with the representatives of the 10cal traflic trust is not easily explained they haven t been able to give any intelligent explanation but it looks as though their votes might block the whole scheme Poor Milwaukee seems fated to be second in railroad facilities to thousands of country cross road stations that have some choice of carrying routes However protest meetings of citizens may have some effect Receivers here are greatly interested in the opening of the Rosebud Indian Reservation for the reason that it lies directly west of a rich territory recently tapped by the Milwaukee road on one side of the Missouri and the NW on the other which is furnishing heavy shipments for this market The differentials are so low as to place Minneapolis practically out of competition and local dealers are thus enabled to recoup a portion of the losses which they have sustained to that terminal in the sections lying farther north It is hoped that rails will speedily be laid through the land now made available for settlement which is said to be very productive Private advices to local receivers indicate that while there has been much dainage from rust in certain sections it will be fully or more than oflset by the enormously increased production in others particularly in Southern Minnesota and Northern Iowa Barley oats and rye are bringing forth bumper yields and the outlook is favorable for corn so that local grain men are looking forward to a big year Such new grain as is coming in proves to be of excellent quality being in most cases plump sound and dry the three requisites for prompt and favorable sale The only exceptions are samples of rust blighted wheat although fit only for chicken feed However feed of any kind is a profitable commodity nowadays
It will be of interest to the trade at large to know what connections are promised by the new Milwaukee Southern R y which is now contending for the right to build into this city They are as follows C B & Q Great Western Ill Cen Rock Island Santa Fe Iowa Cent Ind Ill & Ia Alton Vandalia Chi Peoria & St L Big Four Lake Erie & W Toledo Peoria & W Peoria & Pekin Pere Marquette by car ferry and Wis Cen at Burlington Wis It can readily be seen what the building of such a line means to Milwaukee and the citizens are thoroughly aroused over the action of the common council in holding it up Hamlet's remark about something rotten appears to apply very handily so much so that mass meetings of protest are being called
Grain Dealers Journal Vol XIII No.1 July 10, 1904
======
The ordinance recently passed by the city council of Milwaukee granting a franchise to the Milwaukee Southern Railway opens the door of Milwaukee to more railroads and loosens the grip of the two great corporations that have hitherto enjoyed a complete monopoly of the railway business into Milwaukee Lake Michigan with its car ferries and numerous lines of steamers fortunately ensuring an open outlet to the commerce of the city That the new road will be the means of bringing us into closer communication with the numerous trunk lines running into Chicago from the west and south and possibly opening the way for a direct new road to Chi cago seems highly probable The Illinois Steel Company alone can furnish almost or quite enough freight to keep one road profitably employed between its works at Milwaukee Chicago and Joliet and every road running into Chicago from the southwest will welcome an additional outlet at Milwaukee Chicago no longer possesses adequate harbor facilities to accommodate the immense freight traffic of the roads concentrated at that point and South Chicago is not as readily accessible to them as Milwaukee will be in the future with its unrivaled harbor and twenty one foot channels to every part thereof The harbor of Chicago is practically inaccessible to the big steame rs that are now carrying the great bulk of the commerce of the great lakes The tunnels prevent their taking full cargoes either in or out and the drainage canal has created such a swift current as to render navigation on the inner harbor extremely hazardous to the big carriers Already Chicago has lost the heavy lake coal trade which is every year increasing at Milwaukee and other lake ports It is only a question of time when the grain trade of Chicago will seek the same channels and if Milwaukee is awake to the opportunity a large share of it will come our way
Annual Report of the Trade and Commerce of Milwaukee, Volume 48
=====
Milwaukee Southern Ry Co Press reports state that Milwaukee Wis may be on the direct lines of the Chicago Burlington & Quincy the Wabash and the Illinois Central railroads providing the Milwaukee Southern Ry Co succeeds in building to Milwaukee and securing a desirable West Side terminal HD Judson Gen Supt of the Illinois district of the Chicago Burlington & Quincy RR in company with Attorney Miller of Chicago have recently made a trip to Milwaukee to investigate preparatory to the consideration of a proposition to enter Milwaukee over the lines of this road from De Kalb or Rockford Ill under a traffic agreement to which the Southern would be a willing party The Southern is the road which proposes an air line from East St Louis and has already secured a right of way into Milwaukee
Engineering World Vol IV No 8
=====
Milwaukee Southern Defunct The Milwaukee Southern Railway Company a corporation which two years ago secured valuable franchises from this city and which agreed to build a road from Rockford Ill to this city is defunct It has given up all its real estate holdings in the city and county as well as its franchises A lack of financial aid to build the road is given as the cause
The Commercial West - Saturday Aug 17, 1907
=====
WILL SPEND MILLIONS That the United States Steel Corporation is in earnest in its reported plans for a railway to connect Milwaukee Gary and Joliet was made evident during the week when a trust deed was executed at Chicago to the St Louis Trust Company at St Louis for $20,000,000 to provide funds for the road The plans grew out of the failure of the Milwaukee Southern deal which road was to connect Milwaukee and East St Louis by way of Joliet and by acquisition of the Illinois Iowa and Minnesota Railway Of the money raised at St Louis $5 500,000 is to pay for the later road which will form part of the new system_ It is said that the Steel Corporation is work ing through St Louis capitalists in securing the construction of the new I O Hl which will connect the Allis Chalmers Company's plant and the Bay View Rolling mills of the Illinois Steel Company at Milwaukee with the Steel Corporation's ary mills and the Joliet plant of the Illois Steel Company There have been heavy transfers of land along the proposed right of way of the new road near Milwaukee recently and it is said that the preliminary work has all be done The new road will be a Steel Conporation belt line around Chicago intersecting every railway entering Chicago
Industrial World, April 27 1908
It will be of interest to the trade at large to know what connections are promised by the new Milwaukee Southern R y which is now contending for the right to build into this city They are as follows C B & Q Great Western Ill Cen Rock Island Santa Fe Iowa Cent Ind Ill & Ia Alton Vandalia Chi Peoria & St L Big Four Lake Erie & W Toledo Peoria & W Peoria & Pekin Pere Marquette by car ferry and Wis Cen at Burlington Wis It can readily be seen what the building of such a line means to Milwaukee and the citizens are thoroughly aroused over the action of the common council in holding it up Hamlet's remark about something rotten appears to apply very handily so much so that mass meetings of protest are being called
Grain Dealers Journal Vol XIII No.1 July 10, 1904
======
The ordinance recently passed by the city council of Milwaukee granting a franchise to the Milwaukee Southern Railway opens the door of Milwaukee to more railroads and loosens the grip of the two great corporations that have hitherto enjoyed a complete monopoly of the railway business into Milwaukee Lake Michigan with its car ferries and numerous lines of steamers fortunately ensuring an open outlet to the commerce of the city That the new road will be the means of bringing us into closer communication with the numerous trunk lines running into Chicago from the west and south and possibly opening the way for a direct new road to Chi cago seems highly probable The Illinois Steel Company alone can furnish almost or quite enough freight to keep one road profitably employed between its works at Milwaukee Chicago and Joliet and every road running into Chicago from the southwest will welcome an additional outlet at Milwaukee Chicago no longer possesses adequate harbor facilities to accommodate the immense freight traffic of the roads concentrated at that point and South Chicago is not as readily accessible to them as Milwaukee will be in the future with its unrivaled harbor and twenty one foot channels to every part thereof The harbor of Chicago is practically inaccessible to the big steame rs that are now carrying the great bulk of the commerce of the great lakes The tunnels prevent their taking full cargoes either in or out and the drainage canal has created such a swift current as to render navigation on the inner harbor extremely hazardous to the big carriers Already Chicago has lost the heavy lake coal trade which is every year increasing at Milwaukee and other lake ports It is only a question of time when the grain trade of Chicago will seek the same channels and if Milwaukee is awake to the opportunity a large share of it will come our way
Annual Report of the Trade and Commerce of Milwaukee, Volume 48
=====
Milwaukee Southern Ry Co Press reports state that Milwaukee Wis may be on the direct lines of the Chicago Burlington & Quincy the Wabash and the Illinois Central railroads providing the Milwaukee Southern Ry Co succeeds in building to Milwaukee and securing a desirable West Side terminal HD Judson Gen Supt of the Illinois district of the Chicago Burlington & Quincy RR in company with Attorney Miller of Chicago have recently made a trip to Milwaukee to investigate preparatory to the consideration of a proposition to enter Milwaukee over the lines of this road from De Kalb or Rockford Ill under a traffic agreement to which the Southern would be a willing party The Southern is the road which proposes an air line from East St Louis and has already secured a right of way into Milwaukee
Engineering World Vol IV No 8
=====
Milwaukee Southern Defunct The Milwaukee Southern Railway Company a corporation which two years ago secured valuable franchises from this city and which agreed to build a road from Rockford Ill to this city is defunct It has given up all its real estate holdings in the city and county as well as its franchises A lack of financial aid to build the road is given as the cause
The Commercial West - Saturday Aug 17, 1907
=====
WILL SPEND MILLIONS That the United States Steel Corporation is in earnest in its reported plans for a railway to connect Milwaukee Gary and Joliet was made evident during the week when a trust deed was executed at Chicago to the St Louis Trust Company at St Louis for $20,000,000 to provide funds for the road The plans grew out of the failure of the Milwaukee Southern deal which road was to connect Milwaukee and East St Louis by way of Joliet and by acquisition of the Illinois Iowa and Minnesota Railway Of the money raised at St Louis $5 500,000 is to pay for the later road which will form part of the new system_ It is said that the Steel Corporation is work ing through St Louis capitalists in securing the construction of the new I O Hl which will connect the Allis Chalmers Company's plant and the Bay View Rolling mills of the Illinois Steel Company at Milwaukee with the Steel Corporation's ary mills and the Joliet plant of the Illois Steel Company There have been heavy transfers of land along the proposed right of way of the new road near Milwaukee recently and it is said that the preliminary work has all be done The new road will be a Steel Conporation belt line around Chicago intersecting every railway entering Chicago
Industrial World, April 27 1908
Tuesday, March 29, 2016
Wisconsin Midland
WISCONSIN MIDLAND RAILWAY COMPANY Waupun Chester Division
Articles of incorporation filed and patent issued June 1 1907
Capital stock $80,000 Incorporators and directors
Thomas R Mercein
DeWitt C West
Charles Schley
Ralph M Friend
Earl C Juneau
Route From the city of Waupun to the village of Chester Dodge county, Length about 2 1/2 miles
Articles of incorporation filed and patent issued June 1 1907
Capital stock $80,000 Incorporators and directors
Thomas R Mercein
DeWitt C West
Charles Schley
Ralph M Friend
Earl C Juneau
Route From the city of Waupun to the village of Chester Dodge county, Length about 2 1/2 miles
Milwaukee Rockford & Eastern
Milwaukee Rockford & Eastern (II & M) Rockford Ill to Milwaukee Wis 103 miles HW Seaman president Chicago
Milwaukee Southern Milwaukee to Aurora Ill 100 miles HC Wood president Chicago EM Spauldlng chief engineer Milwaukee Wis
=
Railway Age, Mar 22, 1907, page 425
Milwaukee Southern Milwaukee to Aurora Ill 100 miles HC Wood president Chicago EM Spauldlng chief engineer Milwaukee Wis
=
Railway Age, Mar 22, 1907, page 425
Tuesday, March 15, 2016
More IC-WC
From the Lakes to Gulf. For weeks agents for an unknown railroad company have boldly bought its way through the heart of Superior taking in large business structures in the path. It was disclosed recently that the purchases are for the Illinois Central which intends to build southeast to Marshficld Wis to connect with the Wisconsin Central which it is announced has been sold to the Illinois Central. The building of this road would give the Illinois Central a complete north and south line from the head of the lakes to the gulf. Sept 17, 1902
An Unlikely Rumor A rumor going the rounds in railroad circles in Minneapolis credits the Illinois Central with the purchase of the Wisconsin Central system and the intention of building a line to the Head of the Lakes. Oct 1, 1904.
International Ry Journal Vol 12
==========
RAILWAY WORLD NEWS AND COMMENT Wisconsin Central Advance
The present active speculation in Wisconsin Central is being promoted by rumors of its prospective purchase by connecting roads whose interests might be strengthened by a Chicago and St Paul extension. Mr Morgan's testimony in the Northern Securities case which implied the early abandonment of Wisconsin Central in planning for a Chicago connection can be made to work both ways in considering the present rumors which make the Illinois Central anxious to secure Wisconsin Central in extending its system from Chicago to St Paul. Supposing that Illinois Central is anxious for such connections it can be reasonably doubted whether the strategic and earning value of Minneapolis and St Louis will be overlooked in favor of Wisconsin Central. In an article February 24 The Financier reviewed the position of the Minneapolis and St Louis Gross earnings for last year were $3,275,504. In 1895 they were $1,823,998 showing an increase during that period of $1,451,606 or nearly 100 per cent. The surplus after last year's operations amounted to $553,762 which is equal to more than 6 per cent on the common stock after liberai maintenance charges were deducted. It may be of interest at the present time to take up the Wisconsin Central. The Wisconsin Central Railway system was organized in 1899 to succeed the Wisconsin Company and extends from Chicago north to connect with the line that runs west from Manitowoc to St Paul and Minneapolis and north to Ashland Wisconsin and Lake Superior iron mines. At Manitowoc connection is made by ferry line across Lake Michigan with Ann Arbor, Pere Marquette, and Big Four Railroads.
The average mileage operated during 1901 was 955 miles. The Wisconsin Central was one of the few roads reporting a general decrease in earnings for the fiscal year ending June 30 1901 Freight passenger and miscellaneous earnings all show a total decrease in gross earnings amounting to $313,142 The following table gives a comAprehensive idea of the operation for the past two years 1901 1900 Mileage 955 945 Gross earnings $5,324,274 $5,637,415 Net earnings 1,857,811 2,056,480 App of gross income for main 20.7 22 2 App of gross income for conducting transp & general expenses 44.1 41.1 App of gross inc for fixed charges 30.5 27.3 App of gross income for surplus 4.7 8.9 The percentage of operating expenses shows an increase of nearly 2 per cent in the percentage to gross earnings and this increase is directly attributed to enlarged conductlng transportation general expenses The maintenance expenditures show a decrease of over $150,000 During 1900 conducting transportation and general expenses took 41 per cent of gross earnings The increase to 44 per cent in the past year shows an unduly large amount and indicates either a very poor physical condition poor operating eiiiciency or unusual traiflc conditions affecting the company The last report ignores an explanation of the poor showing and omits entirely the table giving the character and percentage of traiflc handled during the year The average number of revenue tons per train increased from 258.09 to 259.98 and this comparatively unimportant increase does not appear to have been due to increased ethciency shown in train loading The average number of tons per car shows an actual decrease from 14.47 tons in 1900 to 14.31 tons during 1901 The increased average number of tons per train was accompanied by larger number or cars carried per train The earnings per freight train mile increased from $1.89 to $1.91 an increase of 2 cents per train mile but the rate per train increased from 731 cents to 742 an increase of 011 cents The increased rate received accounts for the increased earnings per freight train The authorized capital of the Wisconsin Central is $30,000,000 and on January 1 1902 there was outstanding $17,500,000 common stock and $12,500,000 preferred There was an increase of $331,500 preferred and 51.904500 common made in its outstanding stock during the past year At the same time the funded debt was increased $1,358,000 making the total amount $27,634,500 with annual interest charges of $1,104,200 The increased capitalization was made for the Marshfield and Southern acquisition and to liquidate reorganization controls The preferred stock is limited to non cumulative dividends of 4 per cent per annum The surplus for 1900 of $492,915 is equal to 4.3 per cent upon that stock and the surplus of $246.11 shown in the last report is equal to 2 per cent upon the same stock According to the monthly reports issued the earnings for the first seven months of the current fiscal year indicate an increase of $349,334 in gross and $119,350 in net earnings If the present earnings are maintained throughout the year the road will not show net earnings much over 4 per cent on the preferred stock and the very best re sults from such earnings could be obtained in an eiiort directed towards physical improving and a higher develop ment of operating efficiency The Illinois Central may get control of Wisconsin Central but it can be more easily figured that when the time comes for an invasion into that territory it will be through the Minneapolis and St Louis In the meantime it is more than likely that the advance in Wisconsin Central is entirely speculative
Financier Vol 79 April 7, 1902
An Unlikely Rumor A rumor going the rounds in railroad circles in Minneapolis credits the Illinois Central with the purchase of the Wisconsin Central system and the intention of building a line to the Head of the Lakes. Oct 1, 1904.
International Ry Journal Vol 12
==========
RAILWAY WORLD NEWS AND COMMENT Wisconsin Central Advance
The present active speculation in Wisconsin Central is being promoted by rumors of its prospective purchase by connecting roads whose interests might be strengthened by a Chicago and St Paul extension. Mr Morgan's testimony in the Northern Securities case which implied the early abandonment of Wisconsin Central in planning for a Chicago connection can be made to work both ways in considering the present rumors which make the Illinois Central anxious to secure Wisconsin Central in extending its system from Chicago to St Paul. Supposing that Illinois Central is anxious for such connections it can be reasonably doubted whether the strategic and earning value of Minneapolis and St Louis will be overlooked in favor of Wisconsin Central. In an article February 24 The Financier reviewed the position of the Minneapolis and St Louis Gross earnings for last year were $3,275,504. In 1895 they were $1,823,998 showing an increase during that period of $1,451,606 or nearly 100 per cent. The surplus after last year's operations amounted to $553,762 which is equal to more than 6 per cent on the common stock after liberai maintenance charges were deducted. It may be of interest at the present time to take up the Wisconsin Central. The Wisconsin Central Railway system was organized in 1899 to succeed the Wisconsin Company and extends from Chicago north to connect with the line that runs west from Manitowoc to St Paul and Minneapolis and north to Ashland Wisconsin and Lake Superior iron mines. At Manitowoc connection is made by ferry line across Lake Michigan with Ann Arbor, Pere Marquette, and Big Four Railroads.
The average mileage operated during 1901 was 955 miles. The Wisconsin Central was one of the few roads reporting a general decrease in earnings for the fiscal year ending June 30 1901 Freight passenger and miscellaneous earnings all show a total decrease in gross earnings amounting to $313,142 The following table gives a comAprehensive idea of the operation for the past two years 1901 1900 Mileage 955 945 Gross earnings $5,324,274 $5,637,415 Net earnings 1,857,811 2,056,480 App of gross income for main 20.7 22 2 App of gross income for conducting transp & general expenses 44.1 41.1 App of gross inc for fixed charges 30.5 27.3 App of gross income for surplus 4.7 8.9 The percentage of operating expenses shows an increase of nearly 2 per cent in the percentage to gross earnings and this increase is directly attributed to enlarged conductlng transportation general expenses The maintenance expenditures show a decrease of over $150,000 During 1900 conducting transportation and general expenses took 41 per cent of gross earnings The increase to 44 per cent in the past year shows an unduly large amount and indicates either a very poor physical condition poor operating eiiiciency or unusual traiflc conditions affecting the company The last report ignores an explanation of the poor showing and omits entirely the table giving the character and percentage of traiflc handled during the year The average number of revenue tons per train increased from 258.09 to 259.98 and this comparatively unimportant increase does not appear to have been due to increased ethciency shown in train loading The average number of tons per car shows an actual decrease from 14.47 tons in 1900 to 14.31 tons during 1901 The increased average number of tons per train was accompanied by larger number or cars carried per train The earnings per freight train mile increased from $1.89 to $1.91 an increase of 2 cents per train mile but the rate per train increased from 731 cents to 742 an increase of 011 cents The increased rate received accounts for the increased earnings per freight train The authorized capital of the Wisconsin Central is $30,000,000 and on January 1 1902 there was outstanding $17,500,000 common stock and $12,500,000 preferred There was an increase of $331,500 preferred and 51.904500 common made in its outstanding stock during the past year At the same time the funded debt was increased $1,358,000 making the total amount $27,634,500 with annual interest charges of $1,104,200 The increased capitalization was made for the Marshfield and Southern acquisition and to liquidate reorganization controls The preferred stock is limited to non cumulative dividends of 4 per cent per annum The surplus for 1900 of $492,915 is equal to 4.3 per cent upon that stock and the surplus of $246.11 shown in the last report is equal to 2 per cent upon the same stock According to the monthly reports issued the earnings for the first seven months of the current fiscal year indicate an increase of $349,334 in gross and $119,350 in net earnings If the present earnings are maintained throughout the year the road will not show net earnings much over 4 per cent on the preferred stock and the very best re sults from such earnings could be obtained in an eiiort directed towards physical improving and a higher develop ment of operating efficiency The Illinois Central may get control of Wisconsin Central but it can be more easily figured that when the time comes for an invasion into that territory it will be through the Minneapolis and St Louis In the meantime it is more than likely that the advance in Wisconsin Central is entirely speculative
Financier Vol 79 April 7, 1902
Illinois Central Plans - CM&N
Chicago, Aug 2. - Articles of incorporation for the new northwestern line of the Illinois Central were filed at Springfield, Ill. and Madison, Wis yesterday afternoon. The new line will be known as the Chicago, Madison & Northern Railway Company. It has been the opinion that the Illinois Central simply meant to build an independent line between Chicago and its mainline at Freeport with the view of establishing a through route to St. Paul by utilizing its Iowa leased lines north from Dubuque. But it is now found that it means to cross its mainline and Freeport and build right on to Madison, Wis. Where it will go from Madison has not yet been learned. Illinois Central officials say they mean to stop at Madison. But it is hardly probable that Madison will always be its northern terminus. It evidently has some further extensions in view, but that will probably be dependong upon the spirit shown toward it by other WIsconsin Roads.
So far as can be ascertained nothing has yet been decided regarding the lease of the Illinois Central's Iowa lines, which expires next year. If the Illinois Central means to have an independent through line between Chicago & St. Paul it has to renew the lease of its Iowa lines. The Illinois Central people say no steps have yet been taken regarding the renewal of the lease of the Iowa lines and that they are by no means certain yet that the leases will be renewed. It is quite probable that the construction of the new line to Madison has for its object the prevention of further competition for the lease of the Iowa lines by the Northwestern. If the Northwestern keeps on bidding for the Iowa lines or succeeds in getting them, the Illinois Central no doubt intends to push its line from Madison north through those portion of Wisconsin where the Northwestern has now its stronghold.
NY Times Aug 3, 1886
So far as can be ascertained nothing has yet been decided regarding the lease of the Illinois Central's Iowa lines, which expires next year. If the Illinois Central means to have an independent through line between Chicago & St. Paul it has to renew the lease of its Iowa lines. The Illinois Central people say no steps have yet been taken regarding the renewal of the lease of the Iowa lines and that they are by no means certain yet that the leases will be renewed. It is quite probable that the construction of the new line to Madison has for its object the prevention of further competition for the lease of the Iowa lines by the Northwestern. If the Northwestern keeps on bidding for the Iowa lines or succeeds in getting them, the Illinois Central no doubt intends to push its line from Madison north through those portion of Wisconsin where the Northwestern has now its stronghold.
NY Times Aug 3, 1886
Friday, March 11, 2016
Milwaukee - Illinois coal line
It is stated that the scheme to build a railroad from the Illinois coal fields to Milwaukee which has been talked of ever since the visit of DS Mitchell of New York last Spring is soon tobe put into operation. Those interested have advertised for bids for the construction of the road It is rumored that either the Wisconsin Central or the Illinois Central people are backing the enterprise.
Coal Trade Journal - Vol 26 Jan 5, 1887
Coal Trade Journal - Vol 26 Jan 5, 1887
Thursday, March 10, 2016
St Louis, Peoria & Northern RR
It is reported that the Illinois Central will build the proposed extension of this road from Peoria, IL to Clinton IA and that it will also build on from Clinton to a connection with it's Iowa line.
Railway Age Vol 29 - March 16, 1900
Railway Age Vol 29 - March 16, 1900
Novel Milwaukee Franchise
Common Council grants to a railroad unprecedented priveleges.
Milwaukee, Wis., Aug. 27 - The Milwaukee, Burlington and Lake Geneva Railroad now holds the most valuable franchise ever given to a railroad company in MIlwaukee. It was granted by the Common Council in the face of active opposition of citizens and property owners, all of whom were entirely disregarded. The franchise is for an electric elveated road, is unlimited as to time and permits of the running of freight trains through the city.
No compenstation is to be paid by the road except to abutting property owners who may be damaged. The central terminus is at Michigan and Milwaukee Streets, in the heart of the East Side. Clarence S. Darrow of Chicago is said to be one of the promoters of the line, and many theories are advanced as to who is back of the scheme.
The passage of this franchise through the Council is a municipal mustery. No one has ever appeared before the committees and given a clear explanation what the pfranchise is wanted for. The promoters have not been required to show what backing there is to the road or they are going to build it. It is generally supposed that some railroad which wants to gain an entrance to the city is behind the project and has taken this means of its ends.
NY Times Aug 28, 1901
Milwaukee, Wis., Aug. 27 - The Milwaukee, Burlington and Lake Geneva Railroad now holds the most valuable franchise ever given to a railroad company in MIlwaukee. It was granted by the Common Council in the face of active opposition of citizens and property owners, all of whom were entirely disregarded. The franchise is for an electric elveated road, is unlimited as to time and permits of the running of freight trains through the city.
No compenstation is to be paid by the road except to abutting property owners who may be damaged. The central terminus is at Michigan and Milwaukee Streets, in the heart of the East Side. Clarence S. Darrow of Chicago is said to be one of the promoters of the line, and many theories are advanced as to who is back of the scheme.
The passage of this franchise through the Council is a municipal mustery. No one has ever appeared before the committees and given a clear explanation what the pfranchise is wanted for. The promoters have not been required to show what backing there is to the road or they are going to build it. It is generally supposed that some railroad which wants to gain an entrance to the city is behind the project and has taken this means of its ends.
NY Times Aug 28, 1901
Monday, March 7, 2016
IC to Lake Geneva?
Taking a close look it looks like the alignment follows the C&NW from Chicago up to Crystal Lake, and then north to Lake Geneva. This makes me think that it was the C&NW line (and not an IC line per se) and may have been included by the IC for marketing purposes considering the tourist draw of the Geneva Lakes area.
In printing (upon close examination) it appears that there was an issue with the alignment between the black ink and the red ink. If you look closely below all the red lines you can vaguely make out white blank areas where the red lines *should* have printed. Not to mention that the red lines do seem offset from the correct locations of many parts of the line.
The Illinois Central, It is said, will absorb the MIssouri, Kansas & Texas Line.
Chicago, June 1. - It is reported that the next big railroad deal in connection with the western roads will be the absorption of the MIssouri, Kansas and Texas by the Illinois Central. The basis of this deal, it is said, will be either a perpetual leave of the "Katy" property by the Illinois Central, on the guarantee of agreed dividends upon its entire issue of stock or the exchange of the stock for bonds guaranteed by the Illinois Central on the same plan as Burlington stock has been exchanged for bonds guaranteed by the Northern Pacific and the Great Northern.
For many years Harriman interests have had a strong representation in the Illinois Central and now they are the predominating power in the Missouri, Kansas & Texas affairs. The most recent undertakings of the Illinois Central have been in reaching out for Omaha and St. Paul traffic, and in arranging to participate to an appreciable degree in transcontinental busisiness.
NY Times June 2, 1901
For many years Harriman interests have had a strong representation in the Illinois Central and now they are the predominating power in the Missouri, Kansas & Texas affairs. The most recent undertakings of the Illinois Central have been in reaching out for Omaha and St. Paul traffic, and in arranging to participate to an appreciable degree in transcontinental busisiness.
NY Times June 2, 1901
Through New Orleans-St. Paul Route --- IC
Chicago, Sept. 18.-The Illinois Central Railroad COmpany announved today that it will open its St. Paul line Nov. 2. This move will give that company the only through route from New Orleans to St. Paul under one management. Trains will run over the Illinois Central tracks to Albert Lea by way of Dubuque, and from ALbert Lea to St. Paul over the Burlington, Cedar Rapids & Northern.
NY Times Sept 19, 1902
NY Times Sept 19, 1902
Wednesday, March 2, 2016
Extension of the Illinois Central - Twin Cities
St. Paul, Jan. 29 - The Illinois Central Road is reaching out to the Northwest for big traffic for the Chicago fair. This fact was dropped today by Division Superintendent E.G. Russell of that company. In an interview while waiting for a train he said: "I had a consultation with President Fish relative to extending the road from Madison to Portage, a distance of about forty miles, and from that point to Minneapolis & St. Paul. President Fish thinks that the Illinois Central should run into those cities. The decision to build is practically final. The question to be determined is the route to be taken. President Fish thinks that it is possible to build through a good section of the country some distance from competitve roads and not by the Portage Route."
NY Times - Jan 30, 1891
NY Times - Jan 30, 1891
UP-SP merger - IC response
something a little more modern...............
Company news; Illinois Central seeks to acquire 3 rail lines
The Illinois Central Corporation said yesterday that it wanted to acquire three lines of the Southern Pacific Rail Corporation near the Gulf of Mexico because of the Union Pacific Corporation's proposed $4 billion acquisition of Southern Pacific. Illinois Central said it had filed with the Interstate Commerce Commission to buy Southern Pacific lines between Memphis and Dallas; Houston and Brownsville, Texas; and New Orleans and Houston. Illinois Central said it would seek to buy the lines if the Interstate Commerce Commission determined that the merger agreement between Union Pacific and Southern Pacific was anti-competitive.
========
The merger would create one of the nation's largest railroads, with 31,000 miles of track in 25 states.
Company news; Illinois Central seeks to acquire 3 rail lines
Bloomberg Business News
Published: November 16, 1995
The Illinois Central Corporation said yesterday that it wanted to acquire three lines of the Southern Pacific Rail Corporation near the Gulf of Mexico because of the Union Pacific Corporation's proposed $4 billion acquisition of Southern Pacific. Illinois Central said it had filed with the Interstate Commerce Commission to buy Southern Pacific lines between Memphis and Dallas; Houston and Brownsville, Texas; and New Orleans and Houston. Illinois Central said it would seek to buy the lines if the Interstate Commerce Commission determined that the merger agreement between Union Pacific and Southern Pacific was anti-competitive.
========
By Bloomberg Business News
Published: February 3, 1996
BETHLEHEM, Pa., Feb. 2— The Union Pacific Corporation signed an agreement this week that would end the Illinois Central Corporation's opposition to its proposed $5.4 billion acquisition of the Southern Pacific Rail Corporation.
If the acquisition is approved by Federal regulators, Union Pacific will sell to Illinois Central a rail line currently owned by Southern Pacific that runs between Church and Valley Junction in Illinois. Union Pacific would retain the right to run its trains on the track.
In addition, the agreement includes a plan for the newly merged company and Chicago-based Illinois Central to operate where the two railroads' tracks come together. It also provides for cooperation in a possible plan to market forest products, coal and chemicals.
In return, Illinois Central agreed not to oppose the proposed merger, Union Pacific said.
The merger would create one of the nation's largest railroads, with 31,000 miles of track in 25 states.
New Line for Pennsylvania
Menominee, Mich., May 9.-A big railroad scheme is likely to develop here within a sort time. Representatives of the Pennsylvania Railroad are now at Minneapolis figuring on a line to be built between that city and Marinette, by which a connection will be formed with the Grand Trunk Road and the Pennsylvania by a car ferry at either Grand Haven or Muskegon, on the east shore of Lake Michigan.
NY Times - May 10, 1901
NY Times - May 10, 1901
Tuesday, March 1, 2016
Illinois Central Extension - Fond du Lac
Decided to build from Madison to Fond du Lac.
Oconto, Wis., Sept.11. - From a well known railway official it was learned today that the Illinois Central Railway Company has practically decided to extend its line from Madison to Fond du Lac, thus extending the plan to make Fond Du Lac a big railway center.
It is part of the scheme to make both the Wisconsin Central and Illinois Central Railroad feeders from Fond Du Lac to Manitowoc with the car ferry route to Ann Arbor, Mich.
New York Times - Sept 12, 1899
Oconto, Wis., Sept.11. - From a well known railway official it was learned today that the Illinois Central Railway Company has practically decided to extend its line from Madison to Fond du Lac, thus extending the plan to make Fond Du Lac a big railway center.
It is part of the scheme to make both the Wisconsin Central and Illinois Central Railroad feeders from Fond Du Lac to Manitowoc with the car ferry route to Ann Arbor, Mich.
New York Times - Sept 12, 1899
Monday, February 29, 2016
Pennsylvania in Milwaukee
Milwaukee - Dec. 19. - It is reported that the Pennsylvania Railroad Company will erect shops in this city, and in support of this statement it is also said that the Northern Pacific and Wisconsin Central Lines, as merged under the Villard direction, are to be allied with the Pennsylvania Company, so as to secure a new transcontinental line. Before the Northern Pacific secured a lease of the WIsconsin Central the latter had acquired title to most of the property necessary to give it terminal facilities in the heart of Milwaukee. It is claimed that the Pennsylvania Company will be running into Milwaukee over the Central's tracks before the end of next year and that what was regarded as inexplicable folly bt the Northern Pacific people in antagonizing other St. Paul lines by taking the Wisconsin Central will be shown to have been a well-conceived and carefully-execuated plan for a new through line independent of all others.
NY Times Dec 20, 1890
NY Times Dec 20, 1890
Illinois Central Plans - Green Bay extension
Right of way over St. Paul tracks in Wisconsin Secured
Madison, Wis., Dec. 9 - The Illinois Central has secured a contract for the right of way over the St. Paul railroad tracks from west Madison to the Watertown Junction, and will run trains through Madison, connecting Sun Prairie, Columbus, Beaver Dam, Fond du Lac, Oshkosh, and Green Bay on the north with the system south by an agreement with the Northwestern Road.
The Illinois Central will begin the construction of the Green Bay line early next spring, the line already surveyed and known as the Madison & Northwestern. An additional traffic arrangement will allow the trains to run to the state line on the north.
NY Times Dec 10, 1903
Madison, Wis., Dec. 9 - The Illinois Central has secured a contract for the right of way over the St. Paul railroad tracks from west Madison to the Watertown Junction, and will run trains through Madison, connecting Sun Prairie, Columbus, Beaver Dam, Fond du Lac, Oshkosh, and Green Bay on the north with the system south by an agreement with the Northwestern Road.
The Illinois Central will begin the construction of the Green Bay line early next spring, the line already surveyed and known as the Madison & Northwestern. An additional traffic arrangement will allow the trains to run to the state line on the north.
NY Times Dec 10, 1903
Friday, February 26, 2016
A few Ann Arbor tidbits
Sold to the Toledo & Ann Arbor.
Marinette, Wis., Dec.24 - The Wisconsin & Michigan Railway, sixty miles long, has been sold to the Toledo & Ann Arbor Railroad Company. The Wisconsin and Michigan is to be extended six miles to connect with the Holmes & Son logging railroad which extends forty miles in a northwesterly direction from Pembine. The Holmes road will be extended to tap a big tract of pine in Forest and Vilas Counties, estimated to contain 1,000,000,000 feet. This vast amount of timber will be sawed in Marinette & Menominee sawmills.
NY Times December 26, 1898
==========
New $2,000,000 Michigan Railroad
Menominee, Mich., June 9 - The Menominee & St. Paul Railroad Company was organized today with a capital stock of $2,000,000. It will build a road from this city to St. Paul, a distance of 300 miles. The incorporators are ex Congressman Samuel M. Stephenson and ofthers of this city, Wellington R. Burt of Saginaw, President of the Ann Arbor Railroad, and Henry W. Ashdown of Toledo. The officers are: Preseident S.M.Stephenson; Secretary & Treasurer Joseph Flesheim; General Manger - H.W.Ashley, General Counsel - A.L.Smith of Toledo. THe Pennsylvania and Ann Arbor Railroads are both indirectly interested. Elevators and flour mills will be established in this city.
NY Times June 10, 1899
==========
Big Railway War Possible
The Wabash threatens to tap the CHicago & Northwestern's Michigan ore business
Menominee, Mich., July 22 - Beginning in a war over switching charges between this city and Marinette, Wis., just across the Menominee River, a contest has developed between the C&NW and Ann Arbor, a part of the Wabash system, which threatens to involve the two big railroads in a war for the entire ore business of the upper penninsula of Michigan. The conflict may also involve the St. Paul system.
The Ann Arbor refused to keep up the high charges made by other roads, and was then forced to pay commissions to the belt lines to get ore from its own connections to its docks in this city. As a result a corps of surveyors is here tonight, and in the morning will begin to lay out a line across the river, to connect with the Wisconsin & Michigan Road. It is stated authoritatively that the surveyors are the scouts who will prepare the way for the buying up and connection of small railraods in the iron ore district, resulting in expenditure of millions in the iron mine region by the Wabash.
What has hitherto been the Northwestern's exclusive territory will be tapped. A cross lake cary ferry service is part of the plan.
NY Times July 23, 1902
Thursday, February 25, 2016
Illinois Central's affairs - purchase of WC
Facts which indicate that it may acquire the Wisconsin Central.
Fond du Lac, Wis., April 21 - The rumor that the Illinois Central Railway company is endeavoring to get possession of the Wisconsin Central has been revived by a recenty order that all Wisconsin Central trainmen familiarize themselves at an early date with the new rules and signals adopted by the Illinois Central, and the beleif is expressed among railroad men at Fond du Lac that the order means that the two roads are to be combined.
Wisconsin men have all been provided with rule books of the Illinois Central and instructed to learn them before April 26. The two roads already have joint terminals in Chicago.
NY Times April 22, 1902
Fond du Lac, Wis., April 21 - The rumor that the Illinois Central Railway company is endeavoring to get possession of the Wisconsin Central has been revived by a recenty order that all Wisconsin Central trainmen familiarize themselves at an early date with the new rules and signals adopted by the Illinois Central, and the beleif is expressed among railroad men at Fond du Lac that the order means that the two roads are to be combined.
Wisconsin men have all been provided with rule books of the Illinois Central and instructed to learn them before April 26. The two roads already have joint terminals in Chicago.
NY Times April 22, 1902
Erie in Wisconsin Road?
Newman Erb's election interpreted at Milwaukee-Duluth to coast plan.
Milwaukee, Oct. 10 - "New and strong interests have come into the Wisconsin Central property" says an official statement issued after the annual meeting today. "No change is intended in the plans or policies of the company; on the contrary, it will be enabled to push its plans more vigorously."
"Two changes have been made in the Board of Directors to give these new interests representation. Newman Erb of New York and G.M. Cumming, president of the United States Mortgage and Trust Company, New York are the new members of the Board of Directors".
Newman Erb succeeds John Crosby Brown of New York and Mr. Cumming was elected to the place held by Joseph S. Dale of New York. THe directors will elect the officers in New York next month. The gross earnings for the year ended on June 30, 1905, were $6,650,883 against $6,466,176 for the previous year. The net earnings were $2,276,547 against $2,123,737 for the year ended on June 30, 1904.
The journal says:
"As sized up by MIlwaukee financial interestes and railroad men, the changes indicate a desire on the part of the Erie Railroad to get control of the Wisconsin Central in order to get a short route by car ferry to Manitowoc for a connection with the Great Northern Railroad at Minneapolis and Ashland. <note, the Northern Pacific reached Ashland, not the Great Northern or perhaps they meant Duluth>. Former officers of the Pere Marquette Railroad have obtained interests in the line. The Pere Marquette was recently absorbed by the Erie system.
The evening Wisconsin says the new interests in the WIsconsin Central present quite clearly the probablity of a big combination of traffic interests which will eventually form a strong, direct route through route from Duluth /Minneapolis to the seaboard.
NY Times Oct 11, 1905
Milwaukee, Oct. 10 - "New and strong interests have come into the Wisconsin Central property" says an official statement issued after the annual meeting today. "No change is intended in the plans or policies of the company; on the contrary, it will be enabled to push its plans more vigorously."
"Two changes have been made in the Board of Directors to give these new interests representation. Newman Erb of New York and G.M. Cumming, president of the United States Mortgage and Trust Company, New York are the new members of the Board of Directors".
Newman Erb succeeds John Crosby Brown of New York and Mr. Cumming was elected to the place held by Joseph S. Dale of New York. THe directors will elect the officers in New York next month. The gross earnings for the year ended on June 30, 1905, were $6,650,883 against $6,466,176 for the previous year. The net earnings were $2,276,547 against $2,123,737 for the year ended on June 30, 1904.
The journal says:
"As sized up by MIlwaukee financial interestes and railroad men, the changes indicate a desire on the part of the Erie Railroad to get control of the Wisconsin Central in order to get a short route by car ferry to Manitowoc for a connection with the Great Northern Railroad at Minneapolis and Ashland. <note, the Northern Pacific reached Ashland, not the Great Northern or perhaps they meant Duluth>. Former officers of the Pere Marquette Railroad have obtained interests in the line. The Pere Marquette was recently absorbed by the Erie system.
The evening Wisconsin says the new interests in the WIsconsin Central present quite clearly the probablity of a big combination of traffic interests which will eventually form a strong, direct route through route from Duluth /Minneapolis to the seaboard.
NY Times Oct 11, 1905
A New Railway System - Negotations to secure an unbroken connection between Milwaukee & New Orleans
Richmond, Ind., Oct. 25 - Close on the heels of the announcement from Milwaukee that the Cincinnati, Richmond and Muncie Railroad, the new Cincinnati-Chicago short line, is to gain access to that city by a traffic agreement with the Pere Marquette system which will run a car ferry between Milwaukee and Lacrosse, Ind., comes the added information that Cincinnati is not to be the southern terminal. Instead the present indications point to a connection with the Cincinnati Southern Railroad, thus making a direct line from Milwaukee to New Orleans. The report is confirmed by an official of the new road who says it is substantially correct.
The construction of a "Y" is all that is necessary to connect the two systems. There is no formal agreement as yet but the feeling between the companies is of the most cordial nature.
Henry C Starr of this city, general counsel for the new road, did not confirm the report but said the company has an important deal on.
The construction of a "Y" is all that is necessary to connect the two systems. There is no formal agreement as yet but the feeling between the companies is of the most cordial nature.
Henry C Starr of this city, general counsel for the new road, did not confirm the report but said the company has an important deal on.
Wednesday, February 24, 2016
Rumors of big railway deal - IC purchase of WC & CGW
Illinois Central said to have practically acquired control of Wisconsin Central
- Special to the New York Times
Chicago, March 11 - The air was thick today with rumors of gigantic railway deals and combinations. THe most important of these was a report that the Illinois Central had or was about to secure control of the Wisconsin Central Railroad. Vice President J.T. Harahan, when questioned regarding the rumor, said he knew nothing of it.
It was asserted that certain large stockholders of the Illinois Central had bought privately a majority of Wisconsin Central preferred stock and were assured of a controlling interest in the common. These purchasesm it was said, would be turned into the Illinois Central as a corportation and thus give the latter a line from St. Paul to New Orleans.
It is considered quite probable that the "Certain large stockholders of the Illinois Central" are E.H. Harriman and others associated with him. Mr. Harriman being one of the largest stockholders of the Illinois Cental and one of it's directors. It has been known for some time that the Harriman syndicate was trying to secure control of both the Wisconsin Central and Chicago Great Western.
NY Times March 12, 1901
- Special to the New York Times
Chicago, March 11 - The air was thick today with rumors of gigantic railway deals and combinations. THe most important of these was a report that the Illinois Central had or was about to secure control of the Wisconsin Central Railroad. Vice President J.T. Harahan, when questioned regarding the rumor, said he knew nothing of it.
It was asserted that certain large stockholders of the Illinois Central had bought privately a majority of Wisconsin Central preferred stock and were assured of a controlling interest in the common. These purchasesm it was said, would be turned into the Illinois Central as a corportation and thus give the latter a line from St. Paul to New Orleans.
It is considered quite probable that the "Certain large stockholders of the Illinois Central" are E.H. Harriman and others associated with him. Mr. Harriman being one of the largest stockholders of the Illinois Cental and one of it's directors. It has been known for some time that the Harriman syndicate was trying to secure control of both the Wisconsin Central and Chicago Great Western.
NY Times March 12, 1901
Sold to Wisconsin Central - Milwaukee terminal facilities
Milwaukee, Wis., Sept. 16 - An important sale has been made in Milwaukee that means a great deal considered in connection with the moves of railway companies. The Shea and George Company's docks and freighthouse in Erie St. have been sold for $300,000 to the WIsconsin Central. It is a part of the plan of the corportation to secure a foothold in Milwaukee for yard and station purposes. The Shea & George docks are among the most valuable in the city, and are now used for the transfer of all vessel freight for the Northwestern and for eastern points for the Northwestern's connections/ At present the Northwestern has four or five tracks to the docks, virtually monopolizing Erie St. and the immediate vicinity.
Chicago-Milwaukee Terminal & Belt Line Company
A company has been formed in Milwaukee to build a terminal road to be known as the CHicago-Milwaukee Terminal and Belt Line Company. The company will be capitalized for $6,000,000. The purpose of the company is to build a terminal which will be capable of accomodating seven large railroads. Among the Milwaukee men interested are Captain Fred Pabst, Burnham Brothers, and the Pfister & Vogel Leather Company.
NY Times - July 19, 1894
NY Times - July 19, 1894
NYC & Monon Carferries to Milwaukee?
New Milwaukee Terminal
Shipping Line also to build one at Michigan City
Milwaukee, Aug 7, - Expansion of the scope of the Milwaukee, Chicago, & Michigan City Line was announced here today, providing for the acquisition of additional ships, the building of terminals here and at Michigan City, and the extension of service of the New York Central and Monon routes into this territory.
Present plans, expected to be in effect by next spring include the erection here of a great terminal on the docks north of the river, the building of a $1,500,000 terminal on the plan of the Bush Terminal, New York, at Michigan City Ind; the acquisition of three steel ships from the United States Shipping Board and an outlet to Milwaukee for the New York Central and Monon Routes.
The additional ships will give the company a fleet of eight. In addition a working agreement has been effected with the Tri-State Steamship Company to give Milwaukee shippers another all water route to Detroit, Cleveland, and Buffalo.
NY Times Aug 8, 1920
Shipping Line also to build one at Michigan City
Milwaukee, Aug 7, - Expansion of the scope of the Milwaukee, Chicago, & Michigan City Line was announced here today, providing for the acquisition of additional ships, the building of terminals here and at Michigan City, and the extension of service of the New York Central and Monon routes into this territory.
Present plans, expected to be in effect by next spring include the erection here of a great terminal on the docks north of the river, the building of a $1,500,000 terminal on the plan of the Bush Terminal, New York, at Michigan City Ind; the acquisition of three steel ships from the United States Shipping Board and an outlet to Milwaukee for the New York Central and Monon Routes.
The additional ships will give the company a fleet of eight. In addition a working agreement has been effected with the Tri-State Steamship Company to give Milwaukee shippers another all water route to Detroit, Cleveland, and Buffalo.
NY Times Aug 8, 1920
Wabash carferry to Milwaukee?
Milwaukee Wabash Terminal
Line to be Extended to Benton Harbor, Mich., and connection made by car ferries.
Milwaukee, Aug. 15 - The announcement was made by officials of the Wabash line who are in the the city today that Milwaukee is to be made the terminal of the Wabash Railroad through a car ferry connection with Benton Harbor, Mich. The line of the road from a point near South Bend, Ind., will be extended to South Bend, and from there to Benton Harbor
A system of car ferries will be run from Benton Harbor to Milwaukee. Terminal facilities will be intalled on property on the lake front which will cost in the neighborhood of $5 million.
NY Times - August 16, 1903
Line to be Extended to Benton Harbor, Mich., and connection made by car ferries.
Milwaukee, Aug. 15 - The announcement was made by officials of the Wabash line who are in the the city today that Milwaukee is to be made the terminal of the Wabash Railroad through a car ferry connection with Benton Harbor, Mich. The line of the road from a point near South Bend, Ind., will be extended to South Bend, and from there to Benton Harbor
A system of car ferries will be run from Benton Harbor to Milwaukee. Terminal facilities will be intalled on property on the lake front which will cost in the neighborhood of $5 million.
NY Times - August 16, 1903
Wednesday, February 17, 2016
Opposes Competitive Road - IC into Milwaukee
St . Paul Line endeavors to keep Illinois Central out of Milwaukee.
Milwaukee, WI. Sept 8 - the Chicago, Milwaukee, & St. Paul Railroad will make every possible effort to keep the Illinois Central out of Milwaukee. This was today when the Milwaukee Southern Railroad, the line by which the Illinois Central Road hopes to get access to this city, tried to secure condemnation in a court of a right of way through the southern part of the city.
The Illinois Central plans to build a line into Northern WIsconsin, and is understood to be reaching out for a share of the northern Michigan ore traffic. In such an event its lines would reach from the Gulf of Mexico to Lake Superior, but the roads which already have terminals in MIlwaukee will fight the project.
When a tract near a city park was asked to be condemned for a right of way, two local officials of the St Paul appeared in court to protest and asked the court to refuse to permit the building of the road, saying that is construction would impair the beauty of the city park. The court took the application under advisement.
New York Times Sept 9 1903.
Milwaukee, WI. Sept 8 - the Chicago, Milwaukee, & St. Paul Railroad will make every possible effort to keep the Illinois Central out of Milwaukee. This was today when the Milwaukee Southern Railroad, the line by which the Illinois Central Road hopes to get access to this city, tried to secure condemnation in a court of a right of way through the southern part of the city.
The Illinois Central plans to build a line into Northern WIsconsin, and is understood to be reaching out for a share of the northern Michigan ore traffic. In such an event its lines would reach from the Gulf of Mexico to Lake Superior, but the roads which already have terminals in MIlwaukee will fight the project.
When a tract near a city park was asked to be condemned for a right of way, two local officials of the St Paul appeared in court to protest and asked the court to refuse to permit the building of the road, saying that is construction would impair the beauty of the city park. The court took the application under advisement.
New York Times Sept 9 1903.
Illinois Central Boom - Purchase of WC, C&EI
Rumors of a merger with Wisconsin Central renewed.
Milwaukee WI, July 28 - Today's boom in Illinois Central common stock occaisioned in Milwaukee a renewal of the rumor connecting the Wisconsin Central and Illinois Central with some sort of ultimate merger deal.
It is rumored also in financial and railway circles today that the Illinois Central is about to take over the Chicago and Eastern Illinois and make it a part of the extensive system of the Central, which seems still to be spreading out.
New York Times June 29, 1902
Milwaukee WI, July 28 - Today's boom in Illinois Central common stock occaisioned in Milwaukee a renewal of the rumor connecting the Wisconsin Central and Illinois Central with some sort of ultimate merger deal.
It is rumored also in financial and railway circles today that the Illinois Central is about to take over the Chicago and Eastern Illinois and make it a part of the extensive system of the Central, which seems still to be spreading out.
New York Times June 29, 1902
Illinois Central back of it? - Milwaukee entry
That road may get through line from Canada to Gulf via Milwaukee Southern.
Milwaukee, WI. July 1 - The Central Trust Company of Chicago, which is backing the plan to build the Milwaukee Southern Railroad into Milwaukee, is said to be acting for the Illinois Central, though representatives of the trust company deny the statement. It became known today that the company had secured rights of way for a large part of its road from the State line into this city.
The Circuit Court will be asked within a week to take steps toward the condemnation of a route into the business part of the city. Once into Milwaukee, cities in the northern part of the state willg rant franchises and facilitate the building of a branch to Lake SUperior, which will give the Illinois Central a line from the Gulf of Mexico to the Canadian border.
It is known that the Illinois Central officials have been in conference with the mayors of several cities in the state, Oshkosh, Appleton, Green Bay, & Marinette being on the proposed route.
New York Times July 2, 1903
Milwaukee, WI. July 1 - The Central Trust Company of Chicago, which is backing the plan to build the Milwaukee Southern Railroad into Milwaukee, is said to be acting for the Illinois Central, though representatives of the trust company deny the statement. It became known today that the company had secured rights of way for a large part of its road from the State line into this city.
The Circuit Court will be asked within a week to take steps toward the condemnation of a route into the business part of the city. Once into Milwaukee, cities in the northern part of the state willg rant franchises and facilitate the building of a branch to Lake SUperior, which will give the Illinois Central a line from the Gulf of Mexico to the Canadian border.
It is known that the Illinois Central officials have been in conference with the mayors of several cities in the state, Oshkosh, Appleton, Green Bay, & Marinette being on the proposed route.
New York Times July 2, 1903
Want the Illinois Central extend - Green Bay
Milwaukee, WI April 22 - efforts are being made by Green Bay, Oshkosh, Fond du Lac, and Appleton , WI to secure an extension of the Illinois Central lines from Madison north 300 miles to tap this part of the state. It is said that the only danger that the Illinois Road may refuse to accept the inducement lies in the fact that by so doing it will be brought into competition with the Wisconsin Central. The Wisconsin Road reaches three of the cities and has communication direct with the other. This situation involves the report of a pending combination in these interests.
New York Times April 23, 1902
New York Times April 23, 1902
IC buys the WC? 1887
Bought by the Illinois Central
Chicago, March 11. - A Milwaukee dispatch says that it was learned today that the Illinois Central is planning to buy the WIsconsin Central line from Ashland to Chicago and from Abbottsford to St. Paul, with all the rights and titles of the various companies owning the line, its lands, shops, machinery, and rolling stock. The Wisconsin Central line is operated by a company under the direction of the Trustees Stewart and Abbot, and is composed of the Wisconsin Central, Chicago, Wisconsin and Minnesota, Milwaukee & Lake Winnebago, Wisconsin & Minnesota, St. Croix & Wisconsin, and the Chicago and Schleisingerville Construction Company. There is no doubt that the men controlling the majority of the stock of the united companies are anxious to accept the proposal of the Illinois Central Company, and it is quite likely that the sale will be consumated.
With the Wisconsin Central as a basis it is the intention of the Illinois Central, as understood in Milwaukee, to construction the most extensive railway system in Wisconsin, and afterward to enter into competition with the Milwaukee & St. Paul and Northwestern Roads, and secure also the lumber haul to points in the South and Southwest.
New York Times - March 12, 1887
Chicago, March 11. - A Milwaukee dispatch says that it was learned today that the Illinois Central is planning to buy the WIsconsin Central line from Ashland to Chicago and from Abbottsford to St. Paul, with all the rights and titles of the various companies owning the line, its lands, shops, machinery, and rolling stock. The Wisconsin Central line is operated by a company under the direction of the Trustees Stewart and Abbot, and is composed of the Wisconsin Central, Chicago, Wisconsin and Minnesota, Milwaukee & Lake Winnebago, Wisconsin & Minnesota, St. Croix & Wisconsin, and the Chicago and Schleisingerville Construction Company. There is no doubt that the men controlling the majority of the stock of the united companies are anxious to accept the proposal of the Illinois Central Company, and it is quite likely that the sale will be consumated.
With the Wisconsin Central as a basis it is the intention of the Illinois Central, as understood in Milwaukee, to construction the most extensive railway system in Wisconsin, and afterward to enter into competition with the Milwaukee & St. Paul and Northwestern Roads, and secure also the lumber haul to points in the South and Southwest.
New York Times - March 12, 1887
Monday, February 8, 2016
Wisconsin Midland projections
In the matter of projected lines there is less to note than during the former years. The Wisconsin Midland Railroad Company has made a preliminary survey of its line, and as I understand, has surveyed and located its line from Fond du Lac to Madison, a distance of 69.2 miles, through one of the oldest and best farming sections of the state. The building of this would greatly benefit the people residing long the contemplated route, and would, with proper running connections, be a freat saving of time in making the journey between oall of that country lying along the valley of the Fox and the Capital City. It is understood that meetings have been held in the cities and towns along the proposed line, resinlting in encouragement for locail aid to quite an extent. Surveys have also been made north of Fond du Lac along the valley of the lower Fox to Green Bay, and from thence partial surveys extending up into, and through the great forst belts between Green Bay and Lake Superior. The building of this line excites favorable comment,. and creates a hope that a portion of it at least, will be constructed within a few years. The idea gains force, from the fact that withing the past few weeks the report has gained currency that the Illinois Central Company has come into posession of the franchise, which if true, will assure it being built, and a highway of steel will unite the peoples, and bear the products of the antipodes of north and south, between Lake Superior and Lake Ponchartrain.
http://digicoll.library.wisc.edu/cgi-bin/WI/WI-idx?type=turn&entity=WI.V034N02.p0010&id=WI.V034N02&isize=M&q1=wisconsin%20midland
Third biennial report of the railroad commissioner of the state of Wisconsin; period ending 6/30/1888
#########
3 miles built in Fond du Lac; operated by the Milwaukee Road
Fourth biennial report of the railroad commissioner of the state of WIsconsin, period ending 6/30/1890
http://digicoll.library.wisc.edu/cgi-bin/WI/WI-idx?type=turn&entity=WI.V034N02.p0010&id=WI.V034N02&isize=M&q1=wisconsin%20midland
Third biennial report of the railroad commissioner of the state of Wisconsin; period ending 6/30/1888
#########
3 miles built in Fond du Lac; operated by the Milwaukee Road
Fourth biennial report of the railroad commissioner of the state of WIsconsin, period ending 6/30/1890
Chicago Freeport & St. Paul
The Chicago, Freeport & St. Paul RailRoad was organized in 1882 and was incorporated in 1882/1884/1885 under Illinois, Wisconsin, and Minnesota law as a consolidation of the Chicago, Freeport & St. Paul RailRoad, the Chicago, Freeport & Northwestern RailRoad Company, and the St. Paul, Minneapolis & Chicago RailRoad Company by Adam Eulberg, Aldro Jenks, Thomas Kennedy, Peter Morris, Charles J. Thomas, for the construction, maintenance and operation of a rail line from the Southern Wisconsin border near the Pecatonica River in Cadiz, Green County, Wisconsin, and thence North and Westerly to a point in Minneapolis. The railroad had its general office in Dodgeville, Wisconsin, and had $10,000,000 in capital stock. In Minnesota, a branch railway was authorized to run from Minneapolis easterly through Hennepin County, Minnesota, Ramsey County, Minnesota, and Washington County, Minnesota, to the Wisconsin-Minnesota boundary. In 1883, the members of the board of directors were E. Baldwin, Warren C. Clark, Charles Kennedy, Henry J. Porter, A. V. Richards, John F. Smith, William P. Watson, M. H. Wilcoon, and William O. Wright.
http://www.angelfire.com/mn/thursdaynighthikes/minnrrs.html
##################
CHICAGO, FREEPORT & ST. PAUL RAILROAD
COMPANY.
[Line of proposed road : From a point on the south boundary line of the
State of Wisconsin, near the Pecatonica river, in the town of Cadiz, Qreen
county, in a northerly and westerly direction to a point on the western bound-
ary line of said state, or near the city of Hudson, with a branch to the city
of Portage, Columbia county].
OFFICERS AND OFFICES OF THE COMPANY.
Officebs.
Name.
Addbess.
President. ..•• '
Wm. O.Wright
P. J. Morris
Freeport, 111.
Dodgeville, Wis.
Dodgeville, Wis.
Dodgeville, Wis.
Cresco. Iowa.
Vice President «••
Secretarv
M. J. Bri&r&rs
Treasurer
Chief Engineer
Aldro Jenks
E. Baldwin
General Manager
M. .1. RriorcTfl -
Dodgeville, Wis.
Wm. O. Wright,
EXECUTIVE COMMITTEE.
M. J. Briggs.
1. General offices at Dodgeville, Wis.
2. Principal office in Wisconsin, Dodgeville, Wis.
Aldro Jenks.
Names of
Directors.
Hesidenge.
Names of
Diectobs.
Residei^ce.
Wm.O Wright
H. J. Briggs
Aldro Jenks
Freeport, 111.
Dodgeville, Wis.
Dodgeville.Wis.
R. J. Morris
E. Baldwin
Dodgeville,Wis
Cresco, Iowa.
8. Date of annual election of Directors, fourth Tuesday in October.
http://archive.org/stream/annualreportrai01deptgoog/annualreportrai01deptgoog_djvu.txt
################
STATE OF WISCONSIN.
Senate Journal.
THIRTY-SEVENTH SESSION.
WEDNESDAY, January 14, 1885.
BILLS INTRODUCED.
Read first and second times and referred.
By Senator McDonald:
No. 14, S.,
A bill to amend the charter jof the city of La Crosse.
On motion of Senator McDonald,
The rules were suspended, the bill read a third time apd
passed. igitized by Google
48 JOURNAL OF [Jan. 23,
By Senator Warner:
No. 15, S.,
A bill to authorize the Chicago, Freeport and St. Paul
Railroad Company, its successors and assigns, to build, con-
struct and maintain a bridge for railroad purposes over and
across the Wisconsin River in the counties of Iowa and
Sauk, in the state of Wisconsin.
To committee on Railroads.
By Senator Warner:
No. 16, S.,
A bill to authorize the Chicago, Freeport & St. Paul rail-
road company, its successors and assigns, to build, construct
and maintain bridges for railway purposes over and across
the Kickapoo river and the west branch thereof, in the
county of Vernon and state of Wisconsin.
To committee on Railroads.
By Senator Warner:
No. 17, S.,
A bill to authorize the Chicago, 'Freeport & St. Paul rail-
road company to construct and maintam a bridge over and
across lake St. Croix.
To committee on Railroads.
By Senator Warner:
No. 18, S.,
A bill to authorize the Chicago, Freeport & St. Paul rail-
road company, its successors and assigns to build, construct
and maintain a bridge for railway purposes over and across
the Chippewa river, in the county of Pepin, state of Wis-
consin.
To committee on Railroadr?.
By Senator Warner.
No. 19, S.,
A bill to authorize the Chicago, Freeport & St. Paul rail-
road company, its successors and assigns to build, construct
and maintain a bridge for railway purposes across the Black
river at any point in ranges four, five, or six west, in the
counties of Jackson or Monroe.
http://www.archive.org/stream/journalproceedi04unkngoog/journalproceedi04unkngoog_djvu.txt
http://www.angelfire.com/mn/thursdaynighthikes/minnrrs.html
##################
CHICAGO, FREEPORT & ST. PAUL RAILROAD
COMPANY.
[Line of proposed road : From a point on the south boundary line of the
State of Wisconsin, near the Pecatonica river, in the town of Cadiz, Qreen
county, in a northerly and westerly direction to a point on the western bound-
ary line of said state, or near the city of Hudson, with a branch to the city
of Portage, Columbia county].
OFFICERS AND OFFICES OF THE COMPANY.
Officebs.
Name.
Addbess.
President. ..•• '
Wm. O.Wright
P. J. Morris
Freeport, 111.
Dodgeville, Wis.
Dodgeville, Wis.
Dodgeville, Wis.
Cresco. Iowa.
Vice President «••
Secretarv
M. J. Bri&r&rs
Treasurer
Chief Engineer
Aldro Jenks
E. Baldwin
General Manager
M. .1. RriorcTfl -
Dodgeville, Wis.
Wm. O. Wright,
EXECUTIVE COMMITTEE.
M. J. Briggs.
1. General offices at Dodgeville, Wis.
2. Principal office in Wisconsin, Dodgeville, Wis.
Aldro Jenks.
Names of
Directors.
Hesidenge.
Names of
Diectobs.
Residei^ce.
Wm.O Wright
H. J. Briggs
Aldro Jenks
Freeport, 111.
Dodgeville, Wis.
Dodgeville.Wis.
R. J. Morris
E. Baldwin
Dodgeville,Wis
Cresco, Iowa.
8. Date of annual election of Directors, fourth Tuesday in October.
http://archive.org/stream/annualreportrai01deptgoog/annualreportrai01deptgoog_djvu.txt
################
STATE OF WISCONSIN.
Senate Journal.
THIRTY-SEVENTH SESSION.
WEDNESDAY, January 14, 1885.
BILLS INTRODUCED.
Read first and second times and referred.
By Senator McDonald:
No. 14, S.,
A bill to amend the charter jof the city of La Crosse.
On motion of Senator McDonald,
The rules were suspended, the bill read a third time apd
passed. igitized by Google
48 JOURNAL OF [Jan. 23,
By Senator Warner:
No. 15, S.,
A bill to authorize the Chicago, Freeport and St. Paul
Railroad Company, its successors and assigns, to build, con-
struct and maintain a bridge for railroad purposes over and
across the Wisconsin River in the counties of Iowa and
Sauk, in the state of Wisconsin.
To committee on Railroads.
By Senator Warner:
No. 16, S.,
A bill to authorize the Chicago, Freeport & St. Paul rail-
road company, its successors and assigns, to build, construct
and maintain bridges for railway purposes over and across
the Kickapoo river and the west branch thereof, in the
county of Vernon and state of Wisconsin.
To committee on Railroads.
By Senator Warner:
No. 17, S.,
A bill to authorize the Chicago, 'Freeport & St. Paul rail-
road company to construct and maintam a bridge over and
across lake St. Croix.
To committee on Railroads.
By Senator Warner:
No. 18, S.,
A bill to authorize the Chicago, Freeport & St. Paul rail-
road company, its successors and assigns to build, construct
and maintain a bridge for railway purposes over and across
the Chippewa river, in the county of Pepin, state of Wis-
consin.
To committee on Railroadr?.
By Senator Warner.
No. 19, S.,
A bill to authorize the Chicago, Freeport & St. Paul rail-
road company, its successors and assigns to build, construct
and maintain a bridge for railway purposes across the Black
river at any point in ranges four, five, or six west, in the
counties of Jackson or Monroe.
http://www.archive.org/stream/journalproceedi04unkngoog/journalproceedi04unkngoog_djvu.txt
IC into Minnesota?
This post is not exactly Burlington related but of interest to me. Original thread on Railroad.net: http://www.railroad.net/forums/viewtopic.php?f=50&t=156309
Why Didn't Illinois Central Build Further Into Minnesota?
Hey all ~
When I was a kid, I remember my uncle saying something about Illinois Central being denied by the state of Minnesota to build further north than Albert Lea, MN. Though my memory is hazy, the reason had to do with an event during the Civil War in which the IC was given the job of transporting a group of Union soldiers from Minnesota further to the fighting areas. IC, having large interests in the American South, intentionally left the cars of soldiers on a siding in the middle of nowhere (and if this is true, that location is also unknown). Later when IC was expanding westerly through a largely clean slate of empty prairie, they intended to build into Minnesota but were denied by the state because of this incident.
Does anyone have insight on this? Or was there another reason Illinois Central never built past Albert Lea? I'm aware that IC in the earlier years had a close relationship with the Minneapolis & St. Louis Railway and likely used them as its arm into the Twin Cities, transferring freight at Albert Lea. Also at Albert Lea was the Rock Island who, I believe, used the M&StL to reach the Twin Cities before building their own line north to St. Paul. I'm also aware that the IC line from Cherokee, Iowa to Sioux Falls, South Dakota skimmed the Iowa-Minnesota border and was located on the north side for a few miles. I assume this is largely irrelevant.
What do you guys know about this?
When I was a kid, I remember my uncle saying something about Illinois Central being denied by the state of Minnesota to build further north than Albert Lea, MN. Though my memory is hazy, the reason had to do with an event during the Civil War in which the IC was given the job of transporting a group of Union soldiers from Minnesota further to the fighting areas. IC, having large interests in the American South, intentionally left the cars of soldiers on a siding in the middle of nowhere (and if this is true, that location is also unknown). Later when IC was expanding westerly through a largely clean slate of empty prairie, they intended to build into Minnesota but were denied by the state because of this incident.
Does anyone have insight on this? Or was there another reason Illinois Central never built past Albert Lea? I'm aware that IC in the earlier years had a close relationship with the Minneapolis & St. Louis Railway and likely used them as its arm into the Twin Cities, transferring freight at Albert Lea. Also at Albert Lea was the Rock Island who, I believe, used the M&StL to reach the Twin Cities before building their own line north to St. Paul. I'm also aware that the IC line from Cherokee, Iowa to Sioux Falls, South Dakota skimmed the Iowa-Minnesota border and was located on the north side for a few miles. I assume this is largely irrelevant.
What do you guys know about this?
Re: Why Didn't Illinois Central Build Further Into Minnesota
I can't speak to whether that story is true. I could see it having happened, but more likely as an unintentional event or a snub by a low-level manager.
Whether or not there was a state-level snub based on Minnesota's soldiers being treated poorly, I would point to strong Minnesota-based railroad leaders (Hill, the Washburns, et al) as the reason why an Illinois-based firm didn't get a warm invitation to build. Besides, most of the good routes were already staked out by competing routes (the CM&StP, the CStPM&O and C&NW, the MNW/CGW, and the M&StL) by the 1880s. It's a wonder the Rock managed to acquire the route it did, and that no one else had previously plopped a branch down between Owatonna and Albert Lea. If opposition on the state level had lifted, the Illinois Central still would have found it difficult at best to access the major markets in the Twin Cities on its own, or even through the Minneapolis, Northfield & Southern.
I think the real question is "why didn't the IC purchase the M&StL when it had the chance in 1901?" Either before or after the Louie Line bought the Iowa Central, the Illinois Central could have pruned competing M&StL or IC branches in South Dakota and Iowa. The combined company also would have had three of the shortest Omaha - Minneapolis routes (via Mason City, Fort Dodge, or Storm Lake), would have had a reasonably direct Minneapolis - St. Louis route via Peoria, and would have gained access to southern Iowa. The M&StL was also perennially weak, but accessed a great deal of productive land in Minnesota and Iowa. Seems that for a relatively low price, the M&StL could have been a productive part of the IC system.
Whether or not there was a state-level snub based on Minnesota's soldiers being treated poorly, I would point to strong Minnesota-based railroad leaders (Hill, the Washburns, et al) as the reason why an Illinois-based firm didn't get a warm invitation to build. Besides, most of the good routes were already staked out by competing routes (the CM&StP, the CStPM&O and C&NW, the MNW/CGW, and the M&StL) by the 1880s. It's a wonder the Rock managed to acquire the route it did, and that no one else had previously plopped a branch down between Owatonna and Albert Lea. If opposition on the state level had lifted, the Illinois Central still would have found it difficult at best to access the major markets in the Twin Cities on its own, or even through the Minneapolis, Northfield & Southern.
I think the real question is "why didn't the IC purchase the M&StL when it had the chance in 1901?" Either before or after the Louie Line bought the Iowa Central, the Illinois Central could have pruned competing M&StL or IC branches in South Dakota and Iowa. The combined company also would have had three of the shortest Omaha - Minneapolis routes (via Mason City, Fort Dodge, or Storm Lake), would have had a reasonably direct Minneapolis - St. Louis route via Peoria, and would have gained access to southern Iowa. The M&StL was also perennially weak, but accessed a great deal of productive land in Minnesota and Iowa. Seems that for a relatively low price, the M&StL could have been a productive part of the IC system.
Re: Why Didn't Illinois Central Build Further Into Minnesota
Both the IC and the RI were very old railroads that could have built more extensively in Minnesota in the early days. IC needed its own line into the Twin Cities. Maybe it could have purchased the MNS (Dan Patch Lines originally). This railroad ran from Minneapolis to Northfield, and was projected to run to Rochester and Dubuque.
It was planned as a freight-hauling interurban. I believe IC was using electrically-hauled commuter trains in Chicago about that time, so may have been open to the electric concept.
The CGW might have been a merger partner for IC back then. Both the CGW and RI had their primary freight yards in South Saint Paul. I think the CGW was a great little railroad that had a lot of potential with a very diversified traffic base for a grainger. RI could have helped IC with access into western Minnesota and Eastern South Dakota. Both had main lines across northern Iowa.
Les
It was planned as a freight-hauling interurban. I believe IC was using electrically-hauled commuter trains in Chicago about that time, so may have been open to the electric concept.
The CGW might have been a merger partner for IC back then. Both the CGW and RI had their primary freight yards in South Saint Paul. I think the CGW was a great little railroad that had a lot of potential with a very diversified traffic base for a grainger. RI could have helped IC with access into western Minnesota and Eastern South Dakota. Both had main lines across northern Iowa.
Les
Re: Why Didn't Illinois Central Build Further Into Minnesota
THe only thing I can think is the IC was busy building the line from Chicago to Freeport, then extending north into Madison WI. Perhaps the IC thought it could find a better route into Minnesota & the north country of WI. It may have been a good thing once the Hill lines had control of the CB&Q.
Glenn Woodle
Re: Why Didn't Illinois Central Build Further Into Minnesota
Whatever IC did, they did right - as the MILW and Rock failed, IC did pretty well. They finished the 60's strong and had some quiet (but not life threatening) years a decade later. Perhaps it had to do with their lack of branches and focus on high speed long haul service.
Re: Why Didn't Illinois Central Build Further Into Minnesota
Tadman wrote:Whatever IC did, they did right - as the MILW and Rock failed, IC did pretty well. They finished the 60's strong and had some quiet (but not life threatening) years a decade later. Perhaps it had to do with their lack of branches and focus on high speed long haul service.
Maybe into the 60's the IC still had a good southern IL coal hauling business, take over the Peabody. not sure how much IC coal ended on C&IM rails to be shipped to Chicago for Com Edison. At least they kept it off the old Alton /GM&O rails.
Glenn Woodle
Re: Why Didn't Illinois Central Build Further Into Minnesota
Tadman wrote:Whatever IC did, they did right - as the MILW and Rock failed, IC did pretty well. They finished the 60's strong and had some quiet (but not life threatening) years a decade later. Perhaps it had to do with their lack of branches and focus on high speed long haul service.
The IC decided not to (or couldn't) build a main line to Minnesota like the CNW, the MILW, or the CB&Q back in the 1870s or 1880s. Through the turn of the century and into the Depression, IC couldn't make or maintain investments in the CGW, Soo*, or M&StL. Finally, by the 1970s the IC was too busy chewing up and spitting out the GM&O/Alton to merge with... I suppose the CNW?, nor could they grab the Rock Spine in 1980 or the Milwaukee Pioneer Line (Mason City - St. Paul) in 1985.**
* I don't think the IC ever had major investments in the Soo, which was majority-owned by Canadian Pacific interests from the 1890s onward. That said, the IC used to interchange with the CGW and Soo via its Forest Park branch. If that branch had stayed intact, CN (WC)/IC would have had full interconnection in Chicago today without having to purchase the EJ&E or use trackage over CSX B&OCT.
** Come to think of it, I wonder if the IC spinoff of the CC&P was directly related to IC not getting the rump Milwaukee.
Re: Why Didn't Illinois Central Build Further Into Minnesota
I think the CC&P spinoff was due to it not being a core business. It was about last place at a UP connection in Council Bluffs. The UP's closer and closer ties to Northwestern, leading to the merger, made it even less appealing. IC's bread and butter continues to be Chicago to New Orleans.
I could see a merger with Great Western, or MM.&St.L., but why enter a market which was already saturated?
I could see a merger with Great Western, or MM.&St.L., but why enter a market which was already saturated?
"Boston and Maine Hudson River Bridge, westward track...no defects...... Boston and Maine Hudson River Bridge, westward track... no defects."
Re: Why Didn't Illinois Central Build Further Into Minnesota
mtuandrew wrote:I don't think the IC ever had major investments in the Soo, which was majority-owned by Canadian Pacific interests from the 1890s onward. That said, the IC used to interchange with the CGW and Soo via its Forest Park branch. If that branch had stayed intact, CN (WC)/IC would have had full interconnection in Chicago today without having to purchase the EJ&E or use trackage over CSX B&OCT.
** Come to think of it, I wonder if the IC spinoff of the CC&P was directly related to IC not getting the rump Milwaukee.
How did the Illinois Central mainline to New Orleans connect with the CC&P in Chicago? Was there a ever direct connection between the two? If the branch survived, how would CN (WC)/IC have had full interconnection in Chicago without the use of trackage over the B&OCT? Did the GTW connect with CC&P directly anywhere in Chicago?
Re: Why Didn't Illinois Central Build Further Into Minnesota
CPF363 wrote:mtuandrew wrote:I don't think the IC ever had major investments in the Soo, which was majority-owned by Canadian Pacific interests from the 1890s onward. That said, the IC used to interchange with the CGW and Soo via its Forest Park branch. If that branch had stayed intact, CN (WC)/IC would have had full interconnection in Chicago today without having to purchase the EJ&E or use trackage over CSX B&OCT.
** Come to think of it, I wonder if the IC spinoff of the CC&P was directly related to IC not getting the rump Milwaukee.
How did the Illinois Central mainline to New Orleans connect with the CC&P in Chicago? Was there a ever direct connection between the two? If the branch survived, how would CN (WC)/IC have had full interconnection in Chicago without the use of trackage over the B&OCT? Did the GTW connect with CC&P directly anywhere in Chicago?
The original IC ran from East Dubuque to Cairo, through Freeport, Bloomington, and Centralia. To get to Chicago from Galena via IC in 1855, you would have had to go all the way south to Centralia to connect with the Chicago branch. Otherwise, you'd need to connect to the Galena & Chicago Union (later the C&NW) at Freeport.
When IC finally got around to building its own line from Freeport to Chicago around 1886, it connected to the IC mainline in downtown Chicago via the St. Charles Air Line, which the IC owned equally with the Michigan Central, the Burlington, and the C&NW.
I don't think the GTW ever connected directly to the CC&P, only through other railroads.
At Forest Park Junction, four railroads came together: the Wisconsin Central, the Chicago Great Western, the B&O Chicago Terminal, and the Illinois Central's Forest Park Branch (completed later.) I don't know whether the IC directly connected to the WC and CGW without using an inch of the BOCT, but it came darn close.
Re: Why Didn't Illinois Central Build Further Into Minnesota
mtuandrew wrote:When IC finally got around to building its own line from Freeport to Chicago around 1886, it connected to the IC mainline in downtown Chicago via the St. Charles Air Line, which the IC owned equally with the Michigan Central, the Burlington, and the C&NW.
At Forest Park Junction, four railroads came together: the Wisconsin Central, the Chicago Great Western, the B&O Chicago Terminal, and the Illinois Central's Forest Park Branch (completed later.) I don't know whether the IC directly connected to the WC and CGW without using an inch of the BOCT, but it came darn close.
Would you have a map of the St. Charles Air Line or point to one online showing all of the connections.
Re: Why Didn't Illinois Central Build Further Into Minnesota
CPF363 wrote:Would you have a map of the St. Charles Air Line or point to one online showing all of the connections.
http://industrialscenery.blogspot.com/2 ... d.html?m=1
Nothing to do with Minnesota at this point.
Re: Why Didn't Illinois Central Build Further Into Minnesota
mtuandrew wrote:CPF363 wrote:Would you have a map of the St. Charles Air Line or point to one online showing all of the connections.
http://industrialscenery.blogspot.com/2 ... d.html?m=1
Nothing to do with Minnesota at this point.
Here's something about Minnesota... does anyone know where in the Twin Cities did MSTL operate? Minneapolis obviously but did they have any significant yards or anything still standing after all the years?
I only ask because that's likely where IC would've gotten their feet in the Twin Cities. I could definitely have seen IC acquiring either MSTL or CGW.
Re: Why Didn't Illinois Central Build Further Into Minnesota
Long story short, Jmusolf:
It began in the Minneapolis milling district (north of Washington Ave.), then took a 90 degree turn southwest paralleling the GN (BNSF) to Cedar Lake. Its major engine facility was next to Cedar Lake in the Kenwood neighborhood, but that's all gone now. Follow the modern TC&W to Hopkins - the M&StL had the northern track, the MILW the southern - then follow the LRT Trails.
The north LRT Trail goes out to Norwood Young America, where it meets the Minnesota Prairie Line which extends out to Hanley Falls, MN. BNSF owns the remainder of the extant Aberdeen/Leola M&StL line past Dawson. At Winthrop there was a junction with the railroad's line through New Ulm toward Storm Lake, Iowa, but that is entirely abandoned.
The Southwest LRT Trail was the Louie Line's main. It went southwest from Hopkins through Chaska, crossed the Minnesota River (that bridge is out of service and abandoned, though it is still in place I think), and continues in active service to New Prague. It's abandoned from there to Waterton, in active service from there to Albert Lea split between DME/CP and UP, and from there to Mason City it is part of the Spine Line.
I think I have most of the M&StL system in Minnesota, minus odd bits like the Minneapolis & Duluth and Minnesota Western (Luce Line) but for more info look into Don Hofsommer's books on the Minneapolis and St. Louis and the Iowa Central.
It began in the Minneapolis milling district (north of Washington Ave.), then took a 90 degree turn southwest paralleling the GN (BNSF) to Cedar Lake. Its major engine facility was next to Cedar Lake in the Kenwood neighborhood, but that's all gone now. Follow the modern TC&W to Hopkins - the M&StL had the northern track, the MILW the southern - then follow the LRT Trails.
The north LRT Trail goes out to Norwood Young America, where it meets the Minnesota Prairie Line which extends out to Hanley Falls, MN. BNSF owns the remainder of the extant Aberdeen/Leola M&StL line past Dawson. At Winthrop there was a junction with the railroad's line through New Ulm toward Storm Lake, Iowa, but that is entirely abandoned.
The Southwest LRT Trail was the Louie Line's main. It went southwest from Hopkins through Chaska, crossed the Minnesota River (that bridge is out of service and abandoned, though it is still in place I think), and continues in active service to New Prague. It's abandoned from there to Waterton, in active service from there to Albert Lea split between DME/CP and UP, and from there to Mason City it is part of the Spine Line.
I think I have most of the M&StL system in Minnesota, minus odd bits like the Minneapolis & Duluth and Minnesota Western (Luce Line) but for more info look into Don Hofsommer's books on the Minneapolis and St. Louis and the Iowa Central.
Subscribe to:
Posts (Atom)