The Milwaukee Road's Collapse.

[Anonymous]

I have read articles which say that MILW actually was making money on the West Coast Extension at the time they chose to abandon it. Problem with keeping it in management's eyes was that they had put so much into the CNW merger that they had allowed the track to go to pot due to differed maintenance. One article stated that had the WCE remained in MILW 2, the company might have made it. Business was being turned away by the company on the extension due to the short-sightedness of it's officials. The article went on to say that the pruning should have taken place back east. After cutting off its apendage the MILW's financial situation only worsened and the final nail was driven into the coffin.

THE MONEY IS IN THE LONG HAUL.

SD

[Anonymous]

I have read articles which say that MILW actually was making money on the West Coast Extension at the time they chose to abandon it. Problem with keeping it in management's eyes was that they had put so much into the CNW merger that they had allowed the track to go to pot due to differed maintenance. One article stated that had the WCE remained in MILW 2, the company might have made it. Business was being turned away by the company on the extension due to the short-sightedness of it's officials. The article went on to say that the pruning should have taken place back east. After cutting off its apendage the MILW's financial situation only worsened and the final nail was driven into the coffin.

THE MONEY IS IN THE LONG HAUL.

SD

[AntonioFP45]

Lot of good information from you guys here! [C):-)][tup]

Only thing that I can add is that year back I remember a TRAINS article citing that MIlwaukee Road had too many old branch lines with light to medium usage that produced low profits. Additionally MR had a number of bridges not designed for heavy diesels. This is why Milwaukee Road used 6 axle units like the SDL39 and SD9 since the axles helped spread the weight better compared to 4 axle units.

10-4![;)]

[AntonioFP45]

Lot of good information from you guys here! [C):-)][tup]

Only thing that I can add is that year back I remember a TRAINS article citing that MIlwaukee Road had too many old branch lines with light to medium usage that produced low profits. Additionally MR had a number of bridges not designed for heavy diesels. This is why Milwaukee Road used 6 axle units like the SDL39 and SD9 since the axles helped spread the weight better compared to 4 axle units.

10-4![;)]

[jimrice4449]

Two factors to consider from each end of the timeline.
First the Pacific extension was built in record time because instead of starting from ech end it was able to build simoutaneously from a number of points by shipping building material in on the NP. Somebody should have pondered the implication of that.
Secondly the final management team came from the BN and was among the highest paid rail executives in the country at the time. I started on the Milw as an opr and personally handled a message instructing carmen to put any car that required more than $200 to repair in storage. As the ship was sinking the first siding east of St Maries Id, Omega, was plugged from switch to switch with stored box cars. At the abandonment hearing a representative from Potltch Industries testified that they had to ship hundreds of carloads of plywood by truck from St Maries to the UP at Plummer because the Milw couldn't supply box cars. Acarload of plywood at that time shipped for $5000 to $7000. Those execs were earning what they were paid.

[jimrice4449]

Two factors to consider from each end of the timeline.
First the Pacific extension was built in record time because instead of starting from ech end it was able to build simoutaneously from a number of points by shipping building material in on the NP. Somebody should have pondered the implication of that.
Secondly the final management team came from the BN and was among the highest paid rail executives in the country at the time. I started on the Milw as an opr and personally handled a message instructing carmen to put any car that required more than $200 to repair in storage. As the ship was sinking the first siding east of St Maries Id, Omega, was plugged from switch to switch with stored box cars. At the abandonment hearing a representative from Potltch Industries testified that they had to ship hundreds of carloads of plywood by truck from St Maries to the UP at Plummer because the Milw couldn't supply box cars. Acarload of plywood at that time shipped for $5000 to $7000. Those execs were earning what they were paid.

[Anonymous]

My father was an egineer for the Milwaukee Road in the 50's and early 60's. I want to build a model train set with engines and cars from that era. Can someone tell me what model engines were from that era and where I might be able to find some in HO and N scale? Thanks!

[Anonymous]

My father was an egineer for the Milwaukee Road in the 50's and early 60's. I want to build a model train set with engines and cars from that era. Can someone tell me what model engines were from that era and where I might be able to find some in HO and N scale? Thanks!

[espeefoamer]

I ccan give a partial list of loco types.
SD40-2,SD45,FP45,GP40,MP15AC.
Most of these are available in both HO and N gauge.Hope this helps.

[espeefoamer]

I ccan give a partial list of loco types.
SD40-2,SD45,FP45,GP40,MP15AC.
Most of these are available in both HO and N gauge.Hope this helps.

[Anonymous]

The locos listed by espeefoamer are all post-1965 units. MILW had a large and diverse diesel roster during the 50s and early 60s, which included EMDs, F-Ms, Alcos and Baldwins. Here's a listing of several of the HO scale 50s-60s diesels offered in MILW paint and lettering in recent years:

FT; F3; F7; FP7; F9; E6; E7; E9; GP9; GP30; SD7; SD9; SW1; SW9;

H10-44; C-Liner; Erie Built;

DL-109; S-4; RS-1; RS-3; RSC-2; RSD-5;

DS-4-4-10; S-12.

Model locomotives are produced in limited runs, so several of those listed above are, or may be, out of production. Inquire at a hobby shop specializing in model railroading or search eBay's HO scale or N scale listings using the search term "Milwaukee" or "MILW".

[Anonymous]

The locos listed by espeefoamer are all post-1965 units. MILW had a large and diverse diesel roster during the 50s and early 60s, which included EMDs, F-Ms, Alcos and Baldwins. Here's a listing of several of the HO scale 50s-60s diesels offered in MILW paint and lettering in recent years:

FT; F3; F7; FP7; F9; E6; E7; E9; GP9; GP30; SD7; SD9; SW1; SW9;

H10-44; C-Liner; Erie Built;

DL-109; S-4; RS-1; RS-3; RSC-2; RSD-5;

DS-4-4-10; S-12.

Model locomotives are produced in limited runs, so several of those listed above are, or may be, out of production. Inquire at a hobby shop specializing in model railroading or search eBay's HO scale or N scale listings using the search term "Milwaukee" or "MILW".

[Anonymous]

I have a book called " The Nation Pays Again ", this is an excellent book ,and it talks ALL about the Milwaukee Road and its bankruptsy. I highly recommend reading it.

[Anonymous]

I have a book called " The Nation Pays Again ", this is an excellent book ,and it talks ALL about the Milwaukee Road and its bankruptsy. I highly recommend reading it.

[ValorStorm]

QUOTE: Originally posted by VerMontanan

Valorstorm claimed:

"The rescue of the Milwaukee Road Pacific Extension was the original plan of the people who would eventually create Montana Rail Link. There's evidence to suggest that that's the only reason BN acquiesced to leasing the former NP in Montana. That MRL probably would have succeeded too!"

And what people might these be and what evidence? Montana Rail Link was created by Burlington Northern in an effort to deal a blow to rail labor in Montana, and I don't think the BN was really interested in saving the Pacific Extension of the Milwaukee. That BN "acquiesced" to leasing their railroad is certainly an incorrect term given that it was something they truly desired to do.

Reading that thread four months ex post facto, I realize I didn't make any sense. I was trying to make a point about BN reducing their overhead costs and retaining capacity, while MRL would benefit from mostly overhead traffic.

As for union busting, Washington Corp was indeed a non-union entity. But MRL didn't fight the inevitable. And this was all moot considering the alternative: Same layoffs, but few rehires, because no MRL.

On a related subject, start being nice or I WILL flick a booger on your windshield.

[ValorStorm]

QUOTE: Originally posted by VerMontanan

Valorstorm claimed:

"The rescue of the Milwaukee Road Pacific Extension was the original plan of the people who would eventually create Montana Rail Link. There's evidence to suggest that that's the only reason BN acquiesced to leasing the former NP in Montana. That MRL probably would have succeeded too!"

And what people might these be and what evidence? Montana Rail Link was created by Burlington Northern in an effort to deal a blow to rail labor in Montana, and I don't think the BN was really interested in saving the Pacific Extension of the Milwaukee. That BN "acquiesced" to leasing their railroad is certainly an incorrect term given that it was something they truly desired to do.

Reading that thread four months ex post facto, I realize I didn't make any sense. I was trying to make a point about BN reducing their overhead costs and retaining capacity, while MRL would benefit from mostly overhead traffic.

As for union busting, Washington Corp was indeed a non-union entity. But MRL didn't fight the inevitable. And this was all moot considering the alternative: Same layoffs, but few rehires, because no MRL.

On a related subject, start being nice or I WILL flick a booger on your windshield.