Showing posts with label Trains. Show all posts
Showing posts with label Trains. Show all posts

29 October, 2024

Train a comin' goin' clack, clack, clack

Some good news for Wisconsin. Wisconsin has received $73 million to improve passenger rail.

From Urban Milwaukee:

The funding will pay to construct a two-track mainline through the Muskego Yard, the large railyard in the Menomonee Valley. Currently, many freight trains avoid the yard and run through the Milwaukee Intermodal Station to avoid various height, speed and operational constraints in the Canadian Pacific Kansas City (CPKC) railyard. But in doing so, the freight trains reduce capacity at the state’s premier passenger train facility.

This project would likely bring an 8th daily Hiawatha trip to fruition.

The article also notes that the new Borealis route, which goes from Chicago to St. Paul, has serviced its 100,000th passenger ahead of schedule.

The new line, which launched in May, between Chicago, Milwaukee and St. Paul saw its 100,000 ride last week.

“Reaching 100,000 passengers in less than six months is a testament to the good things that can happen when we provide a service that is needed,” said Minnesota Transportation Commissioner Nancy Daubenberger. “We are very excited to reach this milestone and look forward to strengthening our partnerships with communities, as well as federal, state and local governments, and Amtrak to continue providing a safe, reliable, and sustainable transportation option.”

An engineering plan associated with the project previously estimated that 124,000 trips would be taken on the line in the first year.

Now if we could only get a Hiawatha stop here in Madison. Or Empire Builder. Or Borealis.

08 December, 2023

We may get an Amtrak stop yet

I was happy to read that the Federal Railroad Administration has bestowed $2.5 million on the Wisconsin Department of Transportation to investigate the expansion of passenger rail in the state. It sounds like $500,000 of it will be used to plan for extending Amtrak's Hiawatha line to Madison from Milwaukee.

As of now, Amtrak projects the initial trip times from Madison to Milwaukee will take one hour and 48 minutes, while the ride from Madison to Chicago will take three hours and 18 minutes.

The article notes that the city has selected 6 sites as possible locations for a train station:

The city is considering six potential areas: near the University of Wisconsin–Madison campus, downtown near Monona Terrace, on First Street and East Washington Avenue, on the near east side to the west of Fair Oaks Avenue, the site of the former Oscar Mayer plant, and lastly, near the Dane County Regional Airport.

I don't know what conventional wisdom says about locating your intercity train station. I'd bet most people using the train to come to Madison would be heading downtown or to campus. They may catch a cab or shuttle to the Epic campus in Verona, but they'll likely not want to get dropped off on the north side. Just a guess.

Should the station be in close proximity to other transit? Should it go to the airport? I can't see many people taking the train just to get to the airport. The new intercity bus depot, if there is going to be one, looks like it's to be built at the development taking over the Lake Street Ramp. No rails near that place. I'm thinking that the station should be downtown or near campus in close proximity to the forthcoming BRT lines.

Personally, I'd like the station to be downtown - in the DOA building as was planned back in 2010 or whenever it was. I have a friend who lives in downtown Chicago about a 15 minute walk from Union Station. I'd love to be able to jump on a C bus, get dropped off outside the train station, take the Hiawatha to Chicago, get my ass kicked at a war game of miniatures where I lose the Battle of Stalingrad despite cheating and having the atomic bomb, and then take the train home.

With the Republicans at the statehouse hostile to Madison getting passenger rail and a tight budget, I won't hold my breath for Madison to get an Amtrak stop in my lifetime. But hope springs eternal.

01 November, 2023

The Corona Diaries Vol. 96: She wore a kraanbere beret

(mid-June 2023)

(Watch the prelude.)

Leaving Trego after a couple hikes, I headed south to Spooner. I had been there many times but probably not since I was a boy in the early ‘80s. When my family owned an old resort a bit to the east, we’d visit Spooner on occasion. The women and kids did a spot of shopping and perused the library while the men, if I recall correctly, paid a visit to hardware store and/or lumberyard (and probably the tavern too) which was larger than the one found in Stone Lake, the town nearest our cabins.

Although my mother can rattle off various memories of Spooner, I drove in and found that nothing at all looked familiar, unlike Hayward. I suspect that, if Spooner had a candy shop with people making fudge in the front windows, I would have vivid memories of it.

Back in the day, it was quite the rail town with nearly 20 passenger trains stopping there plus many others carrying freight and logs aplenty. This was the pinery, after all. I suppose the mail came via the train back in the day as well. Sadly, the museum was not open when I was there so I had to make do with wandering around the grounds which included this out in front.

I presume that this behemoth cleared the tracks of snow, wayward cows, damsels in distress tied to the rails or just whatever happened to be on the tracks when it was cruising along.

My stomach growled so I went in search of lunch. On my way, I passed by this wonderful ghost sign.

Two different brands of beer and an "automatic laundry".

"Was that the phrase used before the word 'laundromat' was invented?" you ask?

Why yes, I did just consult my Compact OED on this matter. "Laundromat" was trademarked by Westinghouse as a name for a washing machine in 1943. Its first use as a word for a place with such washing machines for the public to go wash their clothes dates to 1951.

So, does "automatic laundry" = "laundromat"? Definitely maybe.

I ended up at a Mexican restaurant which was plenty fine and a nice change of pace from the more generic American/bar food I’d mostly eaten on the trip. It can get depressing looking for a meal in small town Wisconsin because it seems like 95% of the food on offer is either a pizza or a hamburger with much of the remaining 5% dedicated to Friday fish fries and deep fried cheese curds. And here I discount fast food. Nothing wrong with any of these foods, but they get old quickly. How about a venison chop or some kielbasa or Swedish/Norwegian meatballs or just about anything that isn't a pizza or hamburger?

For dessert I walked over to Big Dick’s Buckhorn Inn where I would have a refreshing glass of beer. Or two. It was, by this time, afternoon.

I walked in and found that it was a classic northern Wisconsin tavern and probably put some taxidermist’s kids through college as it was filled with mounted deer heads. It had a lovely pressed tin ceiling and a lot of wood making up in the interior. Unfortunately, the bright glow from a plethora of video poker machines cut through the rustic ambiance like a hot knife through butter.

Tucked away in a corner was a two-headed calf.

Whether this is some taxidermist’s joke or the real deal remains unknown to me. Like Mulder in The X-Files, I want to believe so I didn’t ask the bartender nor have I consulted the internet for an answer.

When the situation calls for a little lavatory one-upmanship, I can now brag that I have peed where John F. Kennedy peed.

In the late winter/early spring of 1960, JFK was campaigning in Wisconsin for the 1960 Democratic nomination for president against Hubert H. Humphrey. Their time spent shaking hands and kissing babies in the Badger State was captured in the landmark documentary, Primary. It’s been a while since I’ve seen it and I don’t recall a scene with JFK at Big Dick’s.

Primary is famous for being the start of direct cinema here in the United States. Direct cinema being that fly on the wall technique of the camera capturing events with no deep-voiced narrator to authoritatively tell us what’s going on nor any interviews with the subjects. The camera simply records what unfolds before it. Primary was made by a who’s who of American direct cinema: Robert Drew, Richard Leacock, D. A. Pennebaker, and Albert Maysles. These guys are giants of American documentary cinema, in general, really.

I recall a scene where Humphrey is standing out on a street in Tomah talking to passers-by and I do believe we see JFK speaking in Madison at the Stock Pavilion down on campus.

See! I have applied something I learned in college in real life.

I wandered Spooner a bit more and found that the old Masonic Lodge was now shops, including a nice little bookstore.

Surely there were Masons here during JFK’s visit and I don’t doubt they reported on his whereabouts to the Mafia/Castro/CIA or whoever it was that killed him. Ha!

As I was perusing the shelves in search of postcards, there was a knitting circle that had gathered in the back. I overheard some of their conversation which included one older woman talking about living in Costa Rica during her younger days, including the advantages and pitfalls of raising a family there. It was not the conservation I expected when I started eavesdropping.

I checked into my hotel, showered, and relaxed for a while. When I was younger, I felt that lounging around a hotel room was a waste of time. Why sit around when you're away from home when you can wander a foreign place and try to discover whatever it has to offer? I mean, Port and Kit Moresby didn't just sit around their hotel rooms, right? They cruised around Algeria where they met fellow tourists, engaged with, um, working girls, and fled from the local demimonde. (OK, it's been a while since I've read The Sheltering Sky.)

These days I am happy to spend a little time at a hotel to do some reading and/or writing and let my feet recuperate from hoofing it for several miles through the woods. Late evening rolled around and I went out for dinner to some diner that I had spied earlier. Like Chetek, I found no sign of a supper club in or near Spooner. Very weird. It feels like an unwritten law is being broken here or some Wisconsin taboo is being violated.

Although the waitresses at the restaurant were amongst the cutest so far on my trip, the food was the worst. My meatloaf was a Sysco special with gravy from a #10 can. The frozen vegetable medley had been sitting in a steam tray for hours and had taken on a dull, lifeless brown tint with every bite a mushy mess and all vitamins having been leached out. All those kernels of corn, carrots, and peas deserved a better fate.

I returned to the hotel after taking a post-prandial stroll disappointed with dinner but at least I had a full belly. Had the local brewpub, Round Man Brewing, been open, I'd have stopped in for a nightcap but, alas, it was not. A bit more reading and writing was accomplished.

The next morning I stopped at a nice coffee shop and walked around town a bit more. I wanted to find the library to see if it jogged my memory as my mother always mentions it when Spooner comes up in conversation.

It didn’t but I did get to see a neat metal sculpture out front.

Sadly, this was the final day of my vacation. But I vowed to take my time getting home and made a couple of stops to savor every moment of not being at work that I could.

A brief sojourn at a rest area revealed a genuine working pay phone there. It wasn't clear to me if calls to numbers other than 911 would go through.

I eschewed the interstate and continued on Highway 53 south of Eau Claire. Just south of Osseo I went hunting for a geodetic survey marker. These markers are used to designate some kind of survey information such as an exact distance above sea level or a precise measurement of distance from the equator down to the arc second or whatever it is that surveyors need to know.

I heard of these in a blog post by Ryan Urban, editor of the Barron News-Shield whom I was Twitter pals with and met in real life on my trip up north last year.

The site detailing locations of these markers didn’t lie. I pulled my car over by the road sign specified and walked into the grass where 3 posts stood. In the middle was the marker. It was easy to find and had only a few years of dead grass on it instead of decades worth of dirt like the one Ryan unearthed.

Next stop was Black River Falls.

The downtown wasn’t looking good. Lots of empty storefronts and not much in the way of foot traffic. But that is where the post office is and I was there to take a picture of its mural.

Seeking out WPA post office murals is another thing that I discovered via Ryan Urban who is in the process of photographing all of the ones in Wisconsin.

This one is called "Lumbering - Black River Mill" and was painted by Frank E. Buffmire in 1939. The internet has little to say about the man, at least from my meager searches.

A stop at the Black River Falls rest area proved interesting as I learned from a historical marker that Wisconsin is the only state in the nation that commercially produces sphagnum moss. It can hold 20 times its weight in water so it’s used in the shipment of plants and hydroponic gardening, amongst other uses.

When I drive to Indianapolis, I am used to seeing countless billboards on Illinois-Indiana highways for law firms promising the wealth of Croesus to accident victims. Well, on this trip I noticed the Wisconsin equivalent.

I don’t recall seeing these billboards last year. Are they really that new? Or is my memory faulty? And who is this bald and bearded neo-Gerry Spence?

My final stop before home was at the Wisconsin Cranberry Discovery Center & Cranberry Country Café in Warrens. I can’t say I’d ever been to Warrens but have seen the billboards out on the interstate advertising the town’s cranberry festival that is held annually on the last the last full weekend of September. Not only are we the nation’s leader in sphagnum moss production but cranberries as well.

Warrens proper is just east of the interstate. It’s a nice little drive into town whereupon you notice that there isn’t much to it. With a population of just around 350 people, you’ll miss it if you blink while driving through. There’s a gas station, a post office (with no WPA mural), and the Cranberry Discovery Center. That is basically it.

I ordered breakfast at the café. The 2 waitresses were young black women, a sight I certainly didn’t expect in small town Wisconsin. Warrens lies in Monroe County which is (or was, anyway) Trump territory but, despite all the hoopla about Trump voters being a bunch of racists, if anyone cared about the color of their skin, they weren't at the café. A couple old ladies chatted with them as old ladies like to do with young folk.

My breakfast included wild rice-cranberry toast which was quite tasty. Wild rice-cranberry bread is one of the quintessential foods of northern Wisconsin. Hell, the Upper Midwest, really. A rye version would be the bee's knees, if you ask me.

After chowing down, I went downstairs to the Discovery Center. I learned that Warrens was originally – quelle surprise! – a logging town and was named after George Warren. When the pinery was all cut down, agriculture and diary became big in the area and this included the harvesting of sphagnum moss. Apparently no one knows for sure when cranberries were first cultivated in Warrens for commercial production but they date back to the 1870s.

Displays explain how cranberries are grown and harvested. They don’t grow in water but are harvested in it. In the photo below, you can see those hollow spaces in the cross section of a cranberry. The air in those little cavities allows them to float. So cranberry bogs are flooded so that the berries can be picked more easily.

On display were examples of the harvesting tools such as these hand rakes.

I also learned that early German settlers called the fruit a “craneberry” (kraanbere) because the blossom looked like the head of a sandhill crane to them. It eventually became “cranberry”.

As with most foods, I have always thought that a cranberry is a cranberry is a cranberry. Not so. If the packaging at the store doesn't specify a variety of a fruit or vegetable, it just become this single, nebulous food in my mind. There are various strains of the cranberry and my alma mater, the UW-Madison, devised one called HyRed which became available in 2003 for commercial use. Apparently, it turns red earlier than other varieties and has more pigmentation making for a deeper red hue.

There were also various advertisements to be seen.

"Eatmor". Now that's some fine marketing acumen on display there.

On the way out of town, I pulled over to check out the cranberry vines growing in their bogs. Come the fall, they’ll be filled with water and harvesters will do their thing and my local grocery store will have fresh cranberries ready for Thanksgiving. Unless, I suppose, they end up at some Ocean Spray factory.

********

Bonus photo. I found this one online. It’s an invitation to celebrate the 21st birthday of Christopher Tolkien, the youngest son of J.R.R. Tolkien, the author of The Hobbit and The Lord of the Rings books.

When I first encountered it online, people were commenting on the bits at the bottom about ambulances at 2 a.m. and hearses at daybreak. While it's quite funny and belies the image of Tolkien as this serious academic who sat around all day making up the Elven language for his novels, I took notice of how the Tolkiens called their son’s 21st birthday his “coming of age”. We don’t talk like that much anymore. Catholics have confirmation and Jews have bar and bat mitzvahs but such things are generally a thing of the past for us here in the United States.

I attended the bat mitzvah of the daughter of one of the Frau’s friends and it was wonderful. Coming-of-age rituals have simply gone out of fashion, sadly. I read or heard someone discussing this recently and they made an interesting observation.

This person opined that most cultures hold that womanhood is attained when a girl starts menstruating. Boys, however, become men not via a biological process, but rather through a ritual of some kind. Maybe by going out hunting with the men of your tribe/village/family and killing your first beast. Or perhaps through some kind of hazing. The interviewee offered the example of some culture that I cannot recall where boys become men by being beaten for a time. Not within an inch of their life, mind you, but they have to endure a prescribed amount of pain in order to be considered a man.

Since I'm no sociologist nor cultural anthropologist, I can't vouch for the veracity of these comments but I nevertheless find them interesting.

15 December, 2020

Hope for Madison to Ride the Rails

It was announced today that former mayor of South Bend, Indiana and presidential candidate Pete Buttigieg is to be Joe Biden's nominee for the U.S. Secretary of Transportation. During his bid for president, he had a big budget infrastructure improvement plan that called "for robust public transportation improvements". Part of that plan was for rail but the article notes "Buttigieg mentions pursuing high-speed rail, but doesn’t lay out how much he’d spend."

President-Elect Biden is a self-professed fan of Amtrak and the infrastructure plan he promoted on the campaign trail had a large rail component.

Biden is still a believer in a coast-to-coast, high-speed rail network, despite seeing Obama‘s ambitious “vision” for a nationwide, high-speed rail network sputter: Florida and Wisconsin rejected federal high-speed rail grants; and California’s high-speed rail program has become a political punching bag and a money pit. Biden’s plan aims to cut travel time between Washington, D.C., and New York City by half, rebuild the Hudson River Tunnel, expand the Northeast Corridor southward, keep plugging away in California and jump-start high-speed rail networks in the Midwest and West.

As the Wisconsin Public Radio podcast Derailed noted, then Wisconsin Secretary of Transportation Frank Busalacchi chatted with Biden in 2008 while the aspiring Vice-Presidential nominee was in Cudahy. 

After the meeting, both men headed to a room full of firefighters where Biden was set to give a stump speech in front of a parked fire truck.

During the speech, Biden went off script. 

"Frank I promise you," Biden said. "When we get elected, you're going to have passenger rail coming through the Midwest like it never came before. I'm serious. It's coming.”

And two years later, the money for it was on offer. Of course, Scott Walker led the charge to turn down the funding and was highly successful.

Madison once had passenger rail service and I thought that, after Walker and his cronies rejected the funding to extend the Hiawatha line to Madison, I would never live to see it here. But with Biden's election, there may just be an outside slim hope of a chance that Madison may yet have passenger trains connecting it to Milwaukee and Chicago.

09 October, 2014

Passenger Rail Returns to Madison (Temporarily)

Prior to a few days ago, the last time Madison had passenger rail service was back in 1976 when trains ran between Madison and Milwaukee for Badger football games. The last time Madison enjoyed regular passenger rail service was on 30 April 1971 when the Sioux and Varsity lines ran their last trips before Amtrak took over and abandoned Madison completely.

Last month Pullman Rail Journeys announced passenger rail service between Madison and Chicago on a couple weekends in October that would coincide with Badger football games against Northwestern and Illinois. The trips would be in old cars that had been refurbished with $99 buying you a Standard Class seat and for $100 more you could go Diamond Class which got you a seat in a domed car and a meal. The newly revitalized Varsity made its first trip last Saturday bringing people to Madison from Chicago and the Wisconsin State Journal was aboard.


(Photo by Brian Allen.)

The article interviews various passengers. An 82-year old gentleman seems to have taken advantage of the opportunity to revel in nostalgia while younger people enjoyed not being behind the wheel and the space and comfort that trains provide. Ed Ellis, president of Iowa Pacific, Pullman's parent company, is quoted as saying, "Being able to get on the train in Madison and just not worry about (traffic) and have something to eat and drink and look out the window is a pretty pleasant alternative. People obviously picked up on that because we sold more tickets than we thought we were going to."

I have to wonder if these weekend rail excursions came about because of talks at the meeting which may not have been a meeting back on 21 June. Recall that All Aboard Wisconsin, a rail advocacy group, was trying to get stakeholders aboard a Pullman train headed from Chicago to Prairie du Chien to discuss rail service between Madison and Chicago. When word of this meeting got out, it turned out that this was apparently more of an attempt at a very informal get-together. Wisconsin & Southern Railroad, which owns track between Madison and Chicago, had "no immediate interest" in letting anyone use its track for passenger service. Indeed, they were unaware of any such meeting. Similarly, Ed Ellis of Iowa Pacific was surprised to hear of anything akin to a formal meeting.

The message suggested representatives from a number of rail companies, including Metra, Iowa Pacific and Wisconsin & Southern would be participating, but the president of Iowa Pacific, Ed Ellis, claimed that wasn't true.

Iowa Pacific, he said, is doing little more than providing the passenger cars that High Iron Travel will be using to transport passengers on a $2800-per-person weekend trip from Chicago to Prairie du Chien.

"My understanding is that they wanted to put some people on in Madison who are interested in passenger train," he said.

The companies, however, are not participating in any type of talks about future rail service, he insisted.


Perhaps Pullman had been planning these Madison trips for months prior to the June soiree but nothing seems to have been mentioned about them until last month. And so it seems a bit more than coincidental that three months after an effort to get stakeholders together to talk about Madison-Chicago rail service, we get a couple weekends of passenger trains running between the two cities. I don't mean to imply that these are test runs and that any formal plans emerged from the June "meeting" - heck, Ellis may just be following through on promises he made after a few cocktails. But that the runs did better business than expected can only help those looking to establish passenger rail service here in Madison.

For a bit on the history of passenger rail in Madison, see my Madrail posts.



Tangentially, 10 miles of disused track between Fitchburg and Oregon recently returned to service. Trains will be hauling what I presume is rock from McCoy Road to the Lycon concrete factory in Oregon.

30 November, 2010

Waiting On a Train by James McCommons

With our governor-elect vowing to deny Madison intercity passenger rail service, something we haven't had in decades, I thought I’d finally read James McCommons’ Waiting On a Train which I’d bought this past spring when he was here in Madison speaking at the library.

While McCommons makes no bones about his desire to see passenger rail in this country flourish once again, the book isn’t a simple screed inveighing against the likes of Scott Walker. It is part travelogue and part investigation into exactly how Amtrak came to be what it is and what its future may hold.

Over the course of eight parts McCommons travels the rails to cover the entire country. Well, as much as Amtrak allows. Each journey begins with an overnight bus ride from his home in the UP down to Milwaukee where he catches a Hiawatha to Chicago’s Union Station. And from there he travels to a different part of the country. On board he meets the people who use Amtrak and those who serve the passengers. At his destinations McCommons interviews government officials, heads of citizen groups that promote rail, and the heads of some freight rail companies.

It is almost a mantra of the people McCommons talks to that Amtrak was created to fail. In 1971 the federal government came up with the service to relieve the railroad companies of the burden of passenger service which, for the most part, was a losing proposition in the post-war era. It has limped along ever since its inception struggling to get funding from Congress. At its birth Amtrak was seen by many as an intermediate step in ending passenger rail in this country completely burdened, as it was, by the mandate to become profitable, an albatross never hung around the necks of roads and airports which are government subsidized to nary a complaint.

For the most part, Amtrak’s trains run on rail owned by freight rail companies and we learn that the performance of any given route has a lot to do with Amtrak’s relationship with the freight carrier. In Longview, Texas McCommons meets up with an Amtrak employee named Griff Hubbard. They discuss why the Texas Eagle has such poor on-time performance. The train runs on track owned by Union Pacific and Hubbard relates a tale of speaking to a UP executive about cooperating to improve the train’s record. The exec said, “You know, Griff, you just don’t get it. And maybe you guys will never get it, but we just don’t care.” UP certainly comes across as the villain here. They wouldn’t even talk to McCommons.

Other freight carriers were more willing to both talk to McCommons and work with Amtrak and the states. D.J. Mitchell of Burlington Northern Santa Fe met McCommons and told him that his company cares. Passenger trains on his rails are customers just like someone paying to have tons of coal shipped by them. BNSF is a good partner with passenger rail in California and Washington because it’s good business for them. Such partnerships, especially in states willing to put money on the table, lead to routes with frequency of service as well as on-time performance.

Perhaps the saddest chapter for me was the one about Madison. McCommons detrained in Milwaukee and first stopped in Waukesha to chat with Matt Van Hattem, an editor of Trains magazine. (See, there are pro-rail people in the Republican stronghold of Waukesha.) From there he went to Madison. Here he spoke with state rail chief Randy Wade and, via conference call, Frank Busalacchi, Secretary of the DOT. They paint a very positive picture for passenger rail here in Wisconsin with plans to get service to Madison and, in general, resurrecting passenger rail in the country. But, with Scott Walker set to move into the Governor’s mansion, any plans to expand passenger rail here in Wisconsin are all but dead.

On his journeys McCommons meets and describes the people who use Amtrak. There's a student from Milwaukee who took the Hiawatha to Chicago for a job interview and a university professor from Japan heading from Denver to Boston to do research; there are commuters who ride the train instead of driving or flying as well as people who are out on vacation or going to visit family. All kinds of people use Amtrak. In a few decades this country will have countless more people like those McCommons encounters and our current transportation infrastructure won't be able to handle them all. Instead of having the government subsidize the construction of ever more roads and airports, he suggests we invest in rail.

Waiting On a Train has many lessons for people who are serious about contemplating whether they want their tax money to be invested in rail. All too often anti-rail advocates refer to trains as "choo-choos" and say that no one will ride them. Such people might be surprised to see who does in fact ride them today and what Amtrak lines are successful and why. (Hint: frequency of service is very important in attracting ridership.) Plus there are stories of how passenger rail service has helped communities around the country. Pro-rail advocates would do well to read about the success stories in the book that are public-private partnerships. Everyone needs to come together to make rail work. Another take-away here is a quote from John Robert Smith, mayor of Meridian, Mississippi and a Republican: "Most politicians use the verb 'invest' when they discuss highways and airports, but when it comes to passenger rail, the verb of choice is 'subsidize'."

As I said above, Waiting On a Train is a good look at Amtrak's history and its present. No matter which side you're on in the rail debate, the book provides a lot of great information and dispels many rumors that are being bandied about today.

21 October, 2006

Madrail Part 3 - Passenger Rail in Madison

(To Part 2.)

The west Madison station of the Chicago, Milwaukee, St. Paul & Pacific Railroad back in the 1950s, I believe. Or was it just Chicago, Milwaukee & St. Paul at this time? Or simply the Milwaukee Road?


Above is a map of the Milwaukee & Mississippi Railroad from 1857. I know it's not a great scan but you can get a sense of the state of rail in the southern part of Wisconsin at the time. If it were a better image, you could see that the lakes around Madison don't have the names they have today. Instead they are labeled First Lake, Second Lake, etc.

The late 1850s were a time of great rail expansion. Of note here is the Watertown & Madison railroad which sought to connect the two cities. (Watertown is about 40 miles east of Madison.) This line never came to fruition with only a 12 mile stretch to neighboring Sun Prairie ever having been built. Through fits and starts, the Madison & Portage line was eventually built. In 1852, Bryon Kilbourn (former president of the Milwaukee & Waukesha) charted the La Crosse & Milwaukee. L&M prepared a route from Madison to Portage City in the 1850s but, despite having leveled the ground, track was never laid. A second attempt in 1861 by the Sugar River Valley Railroad also failed. The Madison & Portage was eventually chartered in 1870 and the line was completed on the route graded by the L&M.

The Milwaukee & Mississippi became the Milwaukee & Prairie du Chien in the 1860s and was acquired by the Milwaukee & St. Paul in 1867. The M&StP bought a line to Chicago in December of 1872 and became the Chicago, Milwaukee & St. Paul or, more commonly, the Milwaukee Road.


(Photo by Bill Middleton.)

The above picture was taken in June 1951 by Bill Middleton from the south shore of Lake Monona. It's the Milwaukee Road's train 118, the Varsity. It has been a long time since a passenger train was spotted here in Madison but, as you can see, it used to be a daily occurrence. The photo and those to follow are from the Second Quarter 1996 issue of The Milwaukee Railroader which is the publication of the Milwaukee Road Historical Association. And since I found this wonderful resource, the following will concentrate on the Milwaukee Road.

There is a country ton of history between the creation of the Milwaukee Road in 1872 and the present that is impossible for me to summarize here. For further reading, I highly recommend Railroads of Southern & Southwestern Wisconsin: Development to Decline by Daniel J. Lanz. The information from the aforementioned issue of The Milwaukee Railroader focuses on Madison in the 1950s and what I want to do here is show some photos and point out some highlights. Let's start with a map.


To begin, you can see the Chicago & Northwestern passenger depot on Blair Street near where what is now John Nolen Drive ends. (I believe it was still Lake Shore Drive at this time.) Here is an aerial view of that intersection from 1957.


(Photo by Robert T. McCoy, collection of Nate Molldrem.)

The C&NW depot is at the far right with its huge curved canopy covering the platform. While the Milwaukee Road's operations were southwest of here on the other side of the Capitol, they did have an "East Madison" depot on Wilson Street at Franklin. (Wilson is the street running from the crazy intersection up and to the left.) Honestly, I am not sure which building it is.

Also notice on the map the section by Williamson and Ingersoll where it is noted that both Milwaukee Road and C&NW operated in the streets. Here's a photo of just that.


(Photo by John Gruber.)

The train is heading east up the isthmus on Wilson Street and that's the intersection at Baldwin in the background. Going back to the map, you'll see that the Milwaukee Road's operations were centered west of the Capitol on West Washington. You can see the main passenger depot marked. It was declared a city landmark in 1975, a few years after Milwaukee Road passenger service ended. Just across the red line is a structure that looks like a quarter of a circle – that's the roundhouse. Here's a photo of the area looking south showing the railyard as it was in 1972.


(Photo by Robert T. McCoy, collection of Nate Molldrem.)

West Wash is marked as is Park Street. Ogg Hall is at the bottom. The passenger terminal isn't marked but the roundhouse is. Just go left across the tracks from it and that's the depot. This is another view but from the opposite side, above Lake Monona. It dates from 1957.


(Credits same as above.)

The roundhouse has the white façade and is on the left side of the tracks that fun up & down the middle of the picture. The depot is on the right side directly across the tracks. Notice how Proudfit Street, the white lines in the lower left portion of the photo, end at West Washington. It looks like a DMZ across the street.

Here are a couple shots of the depot.



(Photos by William D. Middleton.)


1923: Madison Division of Milwaukee Road formed, including Prairie du Chien and Mineral Point divisions.

1928: 24 Nov. – Eleven Milwaukee Road football specials from Minneapolis, Chicago, and Milwaukee carrying 3,655 passengers converge on Madison for Wisconsin-Minnesota football game.

1935: 29 May - Hiawatha enters Chicago-Minneapolis service. Rockford-Madison gas-electric run replaced by steam-train whose equipment was also used to establish new Madison-Portage train connecting with Hiawatha.

1940: Dec. – Madison Division wins 1940 Fire Prevention trophy.


1945: 24 March – J.A. MacDonald, superintendent of the Madison Division, dies at age 74 after serving in various capacities on the Milwaukee Road and its predecessors since 1891.

1949: 31 Dec. – Madison Division receives the Fire Prevention top rank for the 5th time.

1951: Jan. – Trains 3, 20, and 118 discontinued west of Madison.

1952: Sept. – Madison-Portage night round-trip local passenger train discontinued.

1953: 17 Jan. – Madison-Portage Hiawatha connecting trains 700-701 discontinued.

1957: 18 Feb. – The last Madison-Milwaukee passenger trains are discontinued.1960: 5 Jan. – The Sioux makes its last trip west of Madison to and from Canton, South Dakota.

1965: Sept. – Chicago & Northwestern Chicago-Madison locals 507 and 508/510 are discontinued, leaving the Milwaukee Road as the only passenger carrier in Madison.

1968: 22 July – the Varsity, trains 117 and 118, reduced to Friday/Saturday/Sunday-only operation.

1971: 30 April – The Sioux and the Varsity makes their final trips prior to next day's startup of Amtrak.

Although Milwaukee Road/Amtrak ran football specials from Milwaukee to Madison until 1976, passenger rail service to Madison ended for all intents and purposes on 30 April 1971.

(To Part 4.)