CHICAGO MILWAUKEE & ST PAUL RAILROAD LANTERN BRASS TOP A&W C. M. &. St. P. Ry. 1895
This Vintage piece of Railroad History, made by THE ADAMS AND WESTLAKE COMPANY for the CHICAGO MILWAUKEE & ST PAUL RAILROAD. This beautiful Brass Top, bellbottom lantern is marked C. Patented MAY 28, 1895 last date MAY 5, 1908. The brass burner is marked MADE IN U.
A, burner and f uel fount are in good working condition. The Corning deep red glass globe is embossed C. Ry Cnx has NO CRACKS some small chips around rims.
From Wikipedia, the free encyclopedia. "The Milwaukee Road" redirects here. For the 1948 book by August Derleth, see The Milwaukee Road: Its First Hundred Years. For major roads located within Milwaukee, see Milwaukee ยง Transportation. For the railroad that operated between 1857 and 1879, see Saint Paul and Pacific Railroad. This article needs additional citations for verification. Please help improve this article. By adding citations to reliable sources. Unsourced material may be challenged and removed. Learn how and when to remove this template message. Most trackage in South Dakota and Montana is now operated by the BNSF Railway. Some trackage in Washington is now operated by the Union Pacific Railroad. Some trackage in the Midwest is now operated by Canadian Pacific Kansas City. And Soo Line Railroad's successor. Some trackage in Wisconsin and Illinois is now operated by the Wisconsin and Southern Railroad. 11,248 miles (18,102 km) (1929) 3,023 miles (4,865 km) (1984). Paul and Pacific Railroad (CMStP&P), better known as the Milwaukee Road reporting mark. MILW , was a Class I railroad. That operated in the Midwest.Of the United States from 1847 until 1986. The company experienced financial difficulty through the 1970s and 1980s, including bankruptcy. In 1977 (though it filed for bankruptcy twice in 1925 and 1935, respectively). In 1980, it abandoned its Pacific Extension, which included track in the states of Montana.
The remaining system was merged into the Soo Line Railroad. CP , on January 1, 1986. Much of its historical trackage remains in use by other railroads. The company brand is commemorated by buildings like the historic Milwaukee Road Depot. And preserved locomotives such as Milwaukee Road 261. Map of the Milwaukee & Mississippi RR.In 1851, 20 miles of track were laid west of Milwaukee and Waukesha. By 1854, the line had reached Madison.
On May 23, 1854, about 2,000 people from Madison and the surrounding countryside gathered to watch the arrival of the first passenger train. Is a preserved Milwaukee Road steam locomotive that operates excursion trains. The railroad that became the Milwaukee Road began as the Milwaukee and Waukesha Railroad in Wisconsin. Whose goal was to link the developing Lake Michigan. The company incorporated in 1847, but changed its name to the Milwaukee and Mississippi Railroad in 1850 before construction began.Its first line, 5 miles (8.0 km) long, opened between Milwaukee and Wauwatosa. And finally the Mississippi River at Prairie du Chien. Combined the M&PdC with the Milwaukee and St. Paul (formerly the La Crosse and Milwaukee Railroad Company) under the name Milwaukee and St.
Critical to the development and financing of the railroad was the acquisition of significant land grants. Prominent individual investors in the line included Alexander Mitchell, Russell Sage. In 1874, the name was changed to Chicago, Milwaukee, and St.Paul after constructing an extension to Chicago in 1872. The company absorbed the Chicago and Pacific Railroad Company in 1879, the railroad that built the Bloomingdale Line.
(now The 606) and what became the Milwaukee District / West Line. As part of the 36-mile Elgin Subdivision from Halsted Street. To the suburb of Elgin, Illinois.
And the Upper Peninsula of Michigan. The corporate headquarters were moved from Milwaukee to the Rand McNally Building. In Chicago, America's first all-steel framed skyscraper, in 1889 and 1890, with the car and locomotive shops staying in Milwaukee. (built 1904) until 1924, at which time they moved to Chicago Union Station. In the 1890s, the company's directors felt they had to extend the railroad to the Pacific.
To remain competitive with other railroads. The contract for the western part of the route was awarded to Horace Chapin Henry. The subsidiary Chicago, Milwaukee and Puget Sound Railway Company was chartered in 1905 to build from the Missouri River to Seattle and Tacoma. Construction began in 1906 and was completed three years later. The two main mountain ranges that had to be crossed, the Rockies.
Works and additional locomotive power. The completion of 2,300 miles (3,700 km) of railroad through some of the most varied topography in the nation in only three years was a major feat.
Original company maps denote five mountain crossings: Belts, Rockies, Bitterroots. These are slight misnomers as the Belt mountains and Bitterroots are part of the Rockies. The route did not cross over the Little Belts. But over the Lenep-Loweth Ridge between the Castle Mountains. Some historians question the choice of route, since it bypassed some population centers and passed through areas with limited local traffic potential. Much of the line paralleled the Northern Pacific Railway. Magazine called the building of the extension, primarily a long-haul route, "egregious" and a "disaster". Drury listed the Pacific Extension as one of several "wrong decisions" made by the Milwaukee Road's management which contributed to the company's eventual failure.Beginning in 1909, several smaller railroads were acquired and expanded to form branch lines along the Pacific Extension. Formed the mainline route through Sixteen Mile Canyon. As well as the North Montana Line which extended North from Harlowton.
This branch led to the settlement of the Judith Basin. And, by the 1970s, accounted for 30% of the Milwaukee Road's total traffic. The Gallatin Valley Electric Railway, originally built as an interurban line, was extended from Bozeman. To the mainline at Three Forks.In 1927, the railroad built the Gallatin Gateway Inn. Where passengers traveling to Yellowstone National Park. Transferred to buses for the remainder of their journey. The White Sulphur Springs & Yellowstone Park Railway, originally built by Lew Penwell and John Ringling, primarily carried lumber and agricultural products.
Through Montana Canyon in 1925. Operating conditions in the mountain regions of the Pacific Extension proved difficult. Made it challenging for steam locomotives. The line snaked through mountainous areas, resulting in "long steep grades and sharp curves".
Provided an answer, especially with abundant hydroelectric power. In the mountains, and a ready source of copper. Between 1914 and 1916, the Milwaukee Road implemented a 3,000 volt. (DC) overhead system between Harlowton, Montana. A distance of 438 miles (705 km).Pleased with the result, the Milwaukee electrified its route in Washington between Othello. A further 207 miles (333 km), between 1917 and 1920.
This section traversed the Cascades through the. Mile (3.6 km) Snoqualmie Tunnel. Just south of Snoqualmie Pass. And over 400 feet (120 m) lower in elevation. The single-track tunnel's east portal at Hyak. Included an adjacent company-owned ski area. Together, the 645 miles (1,038 km) of main-line electrification represented the largest such project in the world up to that time, and would not be exceeded in the US until the Pennsylvania Railroad. S efforts in the 1930s. The two separate electrified districts were never unified, as the 216-mile (348 km) Idaho Division (Avery to Othello) was comparatively flat down the St. And posed few challenges for steam operation. The Chicago, Milwaukee, and Puget Sound Railway was absorbed by the parent company on January 1, 1913. Traffic never met projections, and by the early 1920s, the Milwaukee Road was in serious financial condition.The company declared bankruptcy in 1925 and reorganized as the Chicago, Milwaukee, St. Paul and Pacific Railroad in 1928. In 1929, its total mileage stood at 11,248 miles (18,102 km). In 1927, the railroad launched its second edition of the Olympian. As a premier luxury limited passenger train and opened its first railroad-owned tourist hotel, the Gallatin Gateway Inn.
In Montana, southwest of Bozeman. Via a spur from Three Forks. The company scarcely had a chance for success before the Great Depression. Despite innovations such as the famous Hiawatha.
High-speed trains that exceeded 100 mph (160 km/h), the railroad again filed for bankruptcy in 1935. The Milwaukee Road operated under trusteeship until December 1, 1945.
P&P sponsored one of the Army's MRS. Units the 757th Railroad Shop Battalion. The Milwaukee Road enjoyed temporary success after World War II. Out of bankruptcy and with the wartime ban on new passenger service lifted, the company upgraded its trains.
Began running between Chicago and the Puget Sound. Over the Pacific Extension in 1947. And the Twin Cities Hiawatha received new equipment in 1948. Accelerated and was complete by 1957. In 1955, the Milwaukee Road took over from the Chicago and North Western. Trains between Chicago and Omaha. In their fourth Milwaukee Road paint scheme, matching Union Pacific. These cars were part of the Twin Cities Hiawatha. The whole railroad industry found itself in decline in the late 1950s and the 1960s, but the Milwaukee Road was hit particularly hard.The Midwest was overbuilt with a plethora of competing railroads, while the competition on the transcontinental routes to the Pacific was tough. The premier transcontinental streamliner, the Olympian Hiawatha, despite innovative scenic observation cars, was mothballed in 1961, becoming the first visible casualty. The resignation of President John P. Kiley in 1957 and his replacement with the fairly inexperienced William John Quinn.
From that point onward, the road's management was fixated on merger with another railroad as the solution to the Milwaukee's problems. Railroad mergers had to be approved by the Interstate Commerce Commission. And in 1969 the ICC effectively blocked the merger with the Chicago and North Western Railway. (C&NW) that the Milwaukee Road had counted on and had been planning for since 1964. The ICC asked for terms that the C&NW was not willing to agree to.The merger of the "Hill Lines" was approved at around the same time, and the merged Burlington Northern. A Milwaukee Road Little Joe. The formation of Burlington Northern in 1970 from the merger of Northern Pacific.
And the Spokane, Portland and Seattle Railway. On March 3 created a stronger competitor on most Milwaukee Road routes. To boost competition, the ICC gave the Milwaukee Road the right to connect with new railroads in the West over Burlington Northern tracks. Traffic on its Pacific Extension increased substantially to more than four trains a day each way. As it began interchanging cars with Southern Pacific.
And Canadian railroads at Sumas, Washington. The railroad's foothold on transcontinental traffic leaving the Port of Seattle. Increased such that the Milwaukee Road held a staggering advantage over BN, carrying nearly 80% of the originating traffic along with 50% of the total container traffic leaving the Puget Sound. (prior to severe service declines after roughly 1974).
In 1970, the president of Chicago and North Western. Offered to sell the railroad to the Milwaukee Road outright. Stating that it now believed only a merger with a larger system, not a slightly smaller one, could save the railroad. Almost immediately, the railroad filed unsuccessfully with the ICC to be included in the Union Pacific. Merger with the Chicago, Rock Island and Pacific Railroad. By the mid-1970s, deferred maintenance on Milwaukee Road's physical plant, which had been increasing throughout the 1960s as it attempted to improve its financial appearance for merger, was beginning to cause problems.This contributed to car shortages that turned away business. The Milwaukee Road chose at this time to end its mainline electrification.
Its electric locomotive fleet was reaching the end of its service life, and newer diesel locomotives such as the EMD SD40-2. And the GE Universal Series. In 1976, the Milwaukee Road exercised its right under the Burlington Northern merger to petition for inclusion based on its weak financial condition.The ICC denied it on March 2, 1977.