I was in Houghton in 1975, and saw a train run into the Yard. The track was still in to Lake Linden and Calumet. There was even still some Calumet & Hecla track (abandoned) in Calumet, and the National Park Service was considering including the C&H roundhouse in the Historic Park. (I think it survives as an auto repair shop. There is still a few hundred feet of track left and a snowplow.) In 1992 I rode a Soo Historical group excursion from Marquette to Baraga, at that time the end of track. By then the Soo was long out of the ore hauling business in Marquette. They were still hauling iron ore in 1969, when I did my geology field course in the Marquette area. Now the LS&I ore dock is the only one active in the UP, as Escanaba was closed recently.
If you do a search on the Forum Archives, simply under DSS&A you will uncover a ton of material, enough to do a Doctoral Dissertation .. it has been a very well discussed topic over many years.
Anyone know when the tracks were pulled from Houghton? I first came here in 1995 and I believe they were gone by then. The station by the waterfront still stands, right next to the nice little public library.
As I mentioned elsewhere, that famous railroad bridge was still above downtown Marquette in 1995. I don't know if the tracks were still in use then.I've rarely, if ever, seen an active train in the U.P. There may still have been some F units here in the 90's. I didn't see any.
In his book "The Little Jewel", Wallace Abbey wrote of the DSS&A: "The DSS&A lacked a lot of things. What it lacked most was economic viability."
Fr.AlTracks have been pulled from nearby Houghton and the adjacent Keewenaw Peninsula. Driving here on US 41, I saw the tracks extend to somewhere west of Baraga. I'm not sure if they curve south into Wisconsin beyond there.
Baraga is the present north end of track. The track goes south to Nestoria where the branch joined the DSS&A main line. The former main line west of the junction is used by E&LS to store cars. The main line to the east runs as far as the junction with the LS&I and the ex-C&NW near Negaunee. The ex-C&NW to Escanaba is the only rail outlet for the line. At Champion there used to be the connection for the MILW to the south, but this has been cut back to Republic, and much of the remaining line is out of service to Channing. One bright spot was the short branch to the Humboldt mill had rail re-installed to serve a new nickel ore concentrator.
While I never rode the Copper Country Limited, my grandfather rode it many times. He was born in Republic and grew up in Champion, where many of his relatives lived (He lived in Richmond Indiana). The train was really a Milwaukee Road operation, even on the DSS&A north of Champion. Only rarely did the DSS&A's RS1s get pressed into service there. The main reason it hung on as long as it did (It was the Soo Line's very last non-caboose passenger train) was the RPO that ran between Milwaukee and Houghton. Once the mail contract was gone at the end of 1967, so was the train. At the end the Milwaukee-operated sleeper only ran every other day, up one and back the next.
I'm here in Upper Michigan, serving our mission which has been without a priest since February.
Yesterday, I was sitting around with some of the folks and I mentioned the Copper Country Limited which ran from Calumet to Chicago. One of the older ladies said she used to ride it in the 50' s and 60' s. Others said they wished it was still available.
Tracks have been pulled from nearby Houghton and the adjacent Keewenaw Peninsula. Driving here on US 41, I saw the tracks extend to somewhere west of Baraga. I'm not sure if they curve south into Wisconsin beyond there.
Anyhow, I wonder who out there remembers the Copper Country Limited? Speaking of UP passenger trains, the deacon, a young whippersnapper of 46(we share a birthday Aug 17!) was fascinated when I told him how the trains used to be transported by boat between St. Ignace in the UP to Mackinac City on the Lower Michigan shore.
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