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
Some miscellaneous railroad history tidbits around Burlington, WI and the surrounding area.
Monday, February 29, 2016
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
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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
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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
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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.
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