A Milwaukee Road Non-confrontational thread.

[Murphy Siding]

QUOTE: Originally posted by FJ and G

I don't see why we need 2 Milwaukee threads. I need an Old Milwaukee beer right about now

We're trying to keep this one nice, and civil.[:)] A little early for a brewski, isn't it?[;)]

[Murphy Siding]

QUOTE: Originally posted by arbfbe
The reporting marks and thus the most common abreviation for the Milwaukee Road is MILW and not MWK.

Thank you for pointing that out. I thought MWK looked awkward when I wrote it.

[chad thomas]

QUOTE: Originally posted by Murphy Siding
A little early for a brewski, isn't it?[;)]

[:0]

[Murphy Siding]

QUOTE: Originally posted by chad thomas

QUOTE: Originally posted by Murphy Siding
A little early for a brewski, isn't it?[;)]

[:0]

And it's even earlier on the west coast![:0]

[CMSTPP]

Solz: When you went throught the states looking at the old Milwaukee did you encounter any of the large bridges out there in the mountains. The ones that trees are completely surrounding and all you can see are the bridges. Anyway were you ever on one of them?
If so, is there rail attached to them still?

And another thing. Did you get a look at Pipestone pass??? That I think is a pretty cool area besides the bridge spanning the Columbus river just down from the Saddle mountains.

James

[chad thomas]

Solz, Great photos and report !!!

[Murphy Siding]

Anybody know if there was much online traffi between Mobridge,S.D. and Terry, Montana? I know there were a couple of SD branches, and a few ND branches.

[solzrules]

QUOTE: Originally posted by CMSTPP

Solz: When you went throught the states looking at the old Milwaukee did you encounter any of the large bridges out there in the mountains. The ones that trees are completely surrounding and all you can see are the bridges. Anyway were you ever on one of them?
If so, is there rail attached to them still?

And another thing. Did you get a look at Pipestone pass??? That I think is a pretty cool area besides the bridge spanning the Columbus river just down from the Saddle mountains.

James

James -
The bridges you are taking about like Hull creek and Turkey creek are in very rugged country (probably why they are so dramatic). Another bridge that comes to mind is Eagle's Nest tunnel. I saw one from a distance while on the freeway, and from the angle I saw it I wasn't able to see any tracks even if they were attached. I did note that the cantery supports where still in place. We were moving fast, and I didn't get a picture. I hoped to see more of them but I didn't have any luck. As for Eagle's Nest, that bridge is still in existence, though it is now on private land. The only reason I know that was because there is an issue of "The Milwaukee Railroader" that shows one of the conventions taking a bus over the bridge and into the tunnel. The ranch owner was gracious enough to let the tour bus on the old ROW.

If you are interested, I have found a couple of websites where the people have made even more ambitious attempts to follow the right of way. They are really neat sites and they have some great pictures!

http://www.wwvrailway.com/milwauke.htm

This was written by Blair Kooistra, a gentlemen who has authored several articles concerning the Milwaukee for Trains Magazine. It is an awesome read about the railroad in its twilight.

http://www.brian894x4.com/MilwaukeeRoad.html

This guy actually took his truck on the ROW for quite a while, even going to the extreme of getting permission to go into areas that aren't readily accessible. He got some great pictures of the Milwaukee today.

http://webhome.idirect.com/~helmutw/milwrd/

This is one of the best sites for the railway history buff and the Milwaukee Road. This guy has traveled through Montana, Idaho, and Washington and photographed different scenes along the way, along with a description of where everything is and some history behind it. If you click on the link and then go down to the bottom of his web page you will find the links to his pictures and history.

http://friendsofcdatrails.org/Hiawatha/index.html

This site details Idaho's efforts to turn the Milwaukee's route through the Bitteroots inlcuding St. Paul pass and tunnel into a bike trail. A large portion of the ROW is already a bike trail, and from reading this it appears they want to make even more of it into a trail. This was arguably some of the most fascinating scenery on the railroad, and I can personally attest to this after almost driving the truck down the side of the mountain! I remember thinking to myself "Well, at least the last thing I will see flipping end over end at 900 miles an hour are lots of pretty flowers." My wife didn't share this enthusiasm.

As for the bridge over the Columbia river, that is also intact. The rails have been removed.


I got this picture from the internet. It is a relatively current picture showing this bridge as it looks today.

Hope this helps!

solz

[solzrules]

QUOTE: Originally posted by Murphy Siding

Anybody know if there was much online traffi between Mobridge,S.D. and Terry, Montana? I know there were a couple of SD branches, and a few ND branches.

If you mean is there much traffic on this route today, I am not sure. The old searchlight signals that the Milwaukee put up were de-comissioned with their heads turned away from the tracks. In some spots there were BNSF crews putting up three color signals, but towards the end of the line in Montana it didn't appear they were going to be doing any upgrading. However, the BNSF must have enough trains running on it to justify putting down welded rail. We didn't see anything when we were following it, however.

[Murphy Siding]

QUOTE: Originally posted by solzrules

QUOTE: Originally posted by Murphy Siding

Anybody know if there was much online traffi between Mobridge,S.D. and Terry, Montana? I know there were a couple of SD branches, and a few ND branches.

If you mean is there much traffic on this route today, I am not sure. The old searchlight signals that the Milwaukee put up were de-comissioned with their heads turned away from the tracks. In some spots there were BNSF crews putting up three color signals, but towards the end of the line in Montana it didn't appear they were going to be doing any upgrading. However, the BNSF must have enough trains running on it to justify putting down welded rail. We didn't see anything when we were following it, however.

I meant in the past, as those branch lines are long gone now too. The welded rail could be for all the coal trains that run through Aberdeen. When we're at grandma's, or out at the cabin at Mina Lake, the trains wake you up several times a night.([:D])

[MichaelSol]

QUOTE: Originally posted by Murphy Siding

Anybody know if there was much online traffi between Mobridge,S.D. and Terry, Montana? I know there were a couple of SD branches, and a few ND branches.

Mobridge to Terry, Subdivision 43 and part of Subdivision 44, generated just under $11 million in 1976, about 23,000 carloads. A very good traffic generator. About 250 miles of line, well above the Milwaukee average per mile earnings.

[Murphy Siding]

QUOTE: Originally posted by MichaelSol

QUOTE: Originally posted by Murphy Siding

Anybody know if there was much online traffi between Mobridge,S.D. and Terry, Montana? I know there were a couple of SD branches, and a few ND branches.

Mobridge to Terry, Subdivision 43 and part of Subdivision 44, generated just under $11 million in 1976, about 23,000 carloads. A very good traffic generator. About 250 miles of line, well above the Milwaukee average per mile earnings.

Really? That's interesting. Most of that area is dry, cattle grazing country. Was most of the freight ag oriented, or did the branches into ND tap into a coal mine or some other minerals?

[MichaelSol]

Knife River coal mine at Gascoyne, shipped to Big Stone power plant, 6-7 trains a week. About a 350 mile haul. That was about $6.5 million. Didn't originate on this subdivision, but the BN/MILW Colstrip coal was coming over this line as well every day. Lots of coal trains through here. The rest? Dryland wheat mostly. Reeder and Scranton were half a million dollar to a million dollar stations, Hettinger & Lemon close to $400,000, Bowman, nearly a half a million, Thunder Hawk & McLaughlin, nearly $300,000, even a couple hundred thousand at Rhame and Baker. Between 1974 and 1978, this stretch of mainline increased from 9 MGT to over 12 MGT by 1978, to over 14 MGT east of Aberdeen. Very strong growth coming from the Western Lines in those years even as the Company as a whole had slipped into bankruptcy.

[Murphy Siding]

Michael: Do you have any info on loadings out of the Chamberlain to Rapid City, S.D. line of the same era? Any breakdowns on the kinds of material shipped? On both lines? Thanks

[CMSTPP]

Well thanks for the info there solzs. I have already seen that Dust in the wind website I thought it was one of the better websites out there. Thanks again. By the way I came across a Full Diesel roster on the milwaukee road from 1939-1993. It has almost every locotive the railroad owned diesel wise. If you want I can post it. But like I said it is absolutely huge and contains allot of info.

James

[solzrules]

QUOTE: Originally posted by CMSTPP

Well thanks for the info there solzs. I have already seen that Dust in the wind website I thought it was one of the better websites out there. Thanks again. By the way I came across a Full Diesel roster on the milwaukee road from 1939-1993. It has almost every locotive the railroad owned diesel wise. If you want I can post it. But like I said it is absolutely huge and contains allot of info.

James

Why not post it? I'd like to see it, especially the diesel section. Thanks!

[CMSTPP]

Here is the first chunk enjoy!!! The first number of each of the locomotives is the original number and the second number is when it was renumbered. After the date the locomotive was built is a bigger number, such as the first locomotive, 66076, this was the frame number. Maybe a little hard to read. Sorry. Like I said this is the first chunk and three more to come. I will post them later.

Milwaukee Road All-time Diesel Roster, 1939-1993
Compiled by Fred Hyde



Orig #.. Re#.. model.. milw model.. HP.... Date built.... Frame.. weight .. disposition

1602 982 HH600 6-AS 600 03/39 69076 204,000 Alco Retired 1961,scrapped @ Milw Shops
1603 983 HH600 6-AS 600 03/39 69077 204,000 Alco Retired 1961,scrapped @ Milw Shops
1672 822 S2 10-AS 1000 10/40 69215 230,000 Alco Retired, scrapped 1963 Milw Shops
1673 823 S2 10-AS 1000 10/40 69217 230,000 Alco Retired, scrapped 1963 Milw Shops
1674 824 S2 10-AS 1000 10/40 69218 230,000 Alco Retired, scrapped 1963 Milw Shops
1600 980 HH660 6.6-AS 660 04/40 69255 200,000 Alco Retired 1961, scrapped @ Milw Shops
1601 981 HH660 6.6-AS 660 04/40 69256 200,000 Alco Retired 1961, scrapped @ Milw Shops
14A DL109 20-AP 2000 10/41 69437 325,000 Alco Scrapped MILW shops early 1960's
14B DL109 20-AP 2000 10/41 69438 325,000 Alco Scrapped MILW shops early 1960's
1678 RS1 10-ARS 1000 11/41 69567 244,000 Alco 1943 USA 8002 ARR 1021 ARR 1069 Sold to US Army 10/42, r/b to C-C
1679 RS1 10-ARS 1000 11/41 69568 244,000 Alco 1943 USA 8003 ARR 1043 Sold to US Army 10/42, r/b to C-C
1666 825 S2 10-AS 1000 09/43 69935 230,000 Alco Retired, scrapped 1963 Milw Shops
1667 826 S2 10-AS 1000 09/43 69936 230,000 Alco Retired, scrapped 1963 Milw Shops
1668 827 S2 10-AS 1000 10/43 69937 230,000 Alco Retired, scrapped 1963 Milw Shops
1669 828 S2 10-AS 1000 11/43 69938 230,000 Alco SWP Cem 17 Retired,to Manufacturers Equip, to Silcott, to SW POrtland Cement, Fairborn OH
1676 873 RS1 10-ARS 1000 05/43 70814 253,000 Alco T/I to EMD for GP40, 1967
1677 874 RS1 10-ARS 1000 05/43 70815 253,000 Alco T/I to EMD for GP40, 1967
1663 829 S2 10-AS 1000 01/44 70956 233,000 Alco Retired, scrapped 1963 Milw Shops
1664 830 S2 10-AS 1000 01/44 70957 233,000 Alco Retired, scrapped 1963 Milw Shops
1665 831 S2 10-AS 1000 01/44 70958 233,000 Alco RSLX 570 Sold July 1961
1657 832 S2 10-AS 1000 09/45 73632 233,000 Alco Retired 1963,scrapped MILW shops 1963
1658 833 S2 10-AS 1000 09/45 73633 233,000 Alco Retired 1963,scrapped MILW shops 1963
1659 834 S2 10-AS 1000 09/45 73634 233,000 Alco Retired 1963,scrapped MILW shops 1963
1660 835 S2 10-AS 1000 09/45 73635 233,000 Alco Retired 1963,scrapped MILW shops 1963
1661 836 S2 10-AS 1000 09/45 73636 233,000 Alco Retired 1963,scrapped MILW shops 1963
1662 837 S2 10-AS 1000 09/45 73637 233,000 Alco Retired 1963,scrapped MILW shops 1963
975 580 579 RSC2 15-ARS 1500 11/46 73643 250,000 Alco To RSC2m;to PNC, scrapped04/76
rebuilt:10/65
976 (490) RSC2 15-ARS 1500 11/46 73644 250,000 Alco Converted toRS-2
977 581 577 RSC2 15-ARS 1500 11/46 73647 250,000 Alco To RSC-2m; to PNC, scrapped, 07/76
rebuilt:10/65
978 587 RSC2 15-ARS 1500 12/46 73648 250,000 Alco T/I to GE for U30B/U33C, scrapped 4/68 by Laclede Steel, St. Louis
979 582 RSC2 15-ARS 1500 12/46 74989 250,000 Alco T/I to GE for U30B/U33C, scrapped 4/68 by Laclede Steel, St. Louis
980 583 RSC2 15-ARS 1500 12/46 74990 250,000 Alco T/I to GE for U30B/U33C, scrapped 4/68 by Laclede Steel, St. Louis
981 491 457 RSC2 15-ARS 1500 12/46 74994 250,000 Alco Converted to RS-2
982 588 RSC2 15-ARS 1500 12/46 74995 250,000 Alco Converted to RS-2
983 589 RSC2 15-ARS 1500 12/46 74996 250,000 Alco Rebuilt from RSC-2, T/I to EMD for SD45/FP45/SDL39/GP40, 1969
984 590 RSC2 15-ARS 1500 12/46 74999 250,000 Alco Rebuilt from RSC-2, T/I to EMD for SD45/FP45/SDL39/GP40, 1969
985 591 578 RSC2 14-ARS 1400 02/47 75129 249,000 Alco R/b to RSC2m,10/65; to Kettle Moraine Scenic Ry 04/77
986 592 RSC2 15-ARS 1500 02/47 75130 249,000 Alco
987 593 RSC2 15-ARS 1500 02/47 75133 237,000 Alco T/I to GE for U30B/U33C, scrapped 4/68 by Laclede Steel, St. Louis
988 594 RSC2 15-ARS 1500 02/47 75134 237,000 Alco
989 584 RSC2 15-ARS 1500 02/47 75135 237,000 Alco T/I to GE for U30B/U33C, scrapped 4/68 by Laclede Steel, St. Louis
990 492 463 454 RSC2 15-ARS 1500 02/47 75138 237,000 Alco Converted to RS-2
991 585 576 RSC2 15-ARS 1500 02/47 75139 237,000 Alco 3/76 to PNC, scrapped, 07/76
To RSC-2m rebuilt:11/65
992 586 RSC2 15-ARS 1500 02/47 75140 237,000 Alco T/I to GE for U30B/U33C, scrapped 4/68 by Laclede Steel, St. Louis
1678 838 S2 10-AS 1000 11/47 75548 233,000 Alco Sold to US Government between 1960 and 1965
1679 839 S2 10-AS 1000 11/47 75549 233,000 Alco RSLX 571 Sold to Republic Steel through Silcott 07/61
1850 840 S2 10-AS 1000 04/49 76619 232,000 Alco
1851 841 S2 10-AS 1000 04/49 76620 232,000 Alco T/I to EMD for GP40, 1966
1852 842 S2 10-AS 1000 04/49 76621 232,000 Alco T/I to EMD for GP40, 1966
993 595 RSC2 15-ARS 1500 04/47 76639 256,000 Alco 01/76 03/76 KMSR 4 T/I to EMD for FP45/SD45/SDL39/GP40, 1969
04/49
994 596 RSC2 15-ARS 1500 04/47 76640 256,000 Alco Scrapped Milwaukee Shops 07/75
04/49
995 597 RSC2 15-ARS 1500 04/47 76641 256,000 Alco T/I to GE for U30B/U33C, scrapped 4/68 by Laclede Steel, St. Louis
02/49
996 493 455 468 RSC2 15-ARS 1500 04/47 76642 256,000 Alco Builts as RSC2, r/b to RS2
02/49
1853 843 S2 10-AS 1000 04/49 76747 233,000 Alco T/I to EMD for GP40, 1966
1854 844 S2 10-AS 1000 04/49 76748 233,000 Alco T/I to EMD for GP40, 1966
1855 845 S2 10-AS 1000 04/49 76749 233,000 Alco T/I to EMD for GP40, 1966
1856 846 S2 10-AS 1000 04/49 76750 233,000 Alco T/I to EMD for GP40, 1966
1857 847 S2 10-AS 1000 04/49 76751 233,000 Alco T/I to EMD for GP40, 1966
961 870 RS1 10-ARS 1000 03/50 77469 239,000 Alco T/I to EMD for GP40, 1967
962 871 RS1 10-ARS 1000 03/50 77470 239,000 Alco T/I to EMD for GP40, 1967
963 872 RS1 10-ARS 1000 03/50 77471 239,000 Alco T/I to EMD for GP40, 1967
1858 848 S2 10-AS 1000 05/50 77517 231,000 Alco T/I to EMD for GP40, 1966
1859 849 S2 10-AS 1000 05/50 77518 231,000 Alco T/I to EMD for GP40, 1966
1860 850 S2 10-AS 1000 05/50 77519 231,000 Alco T/I to EMD for GP40, 1966
1861 851 S2 10-AS 1000 05/50 77520 231,000 Alco T/I to EMD for GP40, 1966
1862 852 S2 10-AS 1000 05/50 77521 231,000 Alco T/I to EMD for GP40, 1966
1863 853 S4 10-AS 1000 11/50 78421 229,000 Alco T/I to EMD for GP40, 1966
1864 854 819 S4 10-AS 1000 11/50 78422 229,000 Alco
1865 855 S4 10-AS 1000 11/50 78423 229,000 Alco T/I to EMD for GP40, 1966
1866 856 S4 10-AS 1000 11/50 78424 229,000 Alco T/I to EMD for GP40, 1966
1867 857 S4 10-AS 1000 11/50 78425 229,000 Alco T/I to EMD for GP40, 1966
1868 858 S4 10-AS 1000 04/51 78718 232,000 Alco T/I to EMD for GP40, 1966
1869 859 S4 10-AS 1000 04/51 78719 232,000 Alco T/I to EMD for GP40, 1966
1870 860 S4 10-AS 1000 04/51 78720 232,000 Alco T/I to EMD for GP40, 1966
1871 861 S4 10-AS 1000 04/51 78721 232,000 Alco T/I to EMD for GP40, 1966
1872 862 S4 10-AS 1000 04/51 78722 232,000 Alco T/I to EMD for GP40, 1966
1873 800 S4 10-AS 1000 10/51 78844 232,000 Alco T/I to GE for U28B,1966
1874 801 S4 10-AS 1000 10/51 78845 232,000 Alco T/I to GE for U28B,1966
1875 802 S4 10-AS 1000 10/51 78846 232,000 Alco T/I to EMD for GP40, 1966
1876 803 S4 10-AS 1000 10/51 78847 232,000 Alco T/I to EMD for GP40, 1966
1877 804 S4 10-AS 1000 10/51 78848 232,000 Alco
1878 805 S4 10-AS 1000 10/51 78849 232,000 Alco T/I to GE for U28B,1966, scrapped by Luria, Madison, WI
1879 806 S4 10-AS 1000 10/51 78850 232,000 Alco T/I to EMD for GP40, 1966
1880 807 84? S4 10-AS 1000 10/51 78851 232,000 Alco
1881 808 S4 10-AS 1000 10/51 78852 232,000 Alco T/I to EMD for GP40, 1967
1882 809 S4 10-AS 1000 10/51 78853 232,000 Alco T/I to GE for U28B,1966, scrapped by Luria, Madison, WI
1883 810 S4 10-AS 1000 10/51 78854 232,000 Alco
1884 811 818 S4 10-AS 1000 10/51 78855 232,000 Alco Sold to Algoma Ry 07/76 Algoma #818
1885 812 S4 10-AS 1000 10/51 79216 231,000 Alco T/I to EMD for GP40, 1966
1886 813 S4 10-AS 1000 10/51 79217 231,000 Alco T/I to EMD for GP40, 1966
1887 814 S4 10-AS 1000 10/51 79218 231,000 Alco T/I to EMD for GP40, 1967
1888 863 S4 10-AS 1000 10/52 80083 232,000 Alco Sold to Precision Engineering early 1968
1889 864 S4 10-AS 1000 10/52 80084 232,000 Alco Sold to Precision Engineering early 1968
1890 865 S4 10-AS 1000 10/52 80085 232,000 Alco Sold to Precision Engineering early 1968
1891 866 S4 10-AS 1000 10/52 80086 232,000 Alco Sold to Precision Engineering early 1968
2475 450 RS3 16-ARS 1600 12/53 80578 248,000 Alco T/I to EMD for SD45/FP45/SDL39/GP40, 1969
2476 451 RS3 16-ARS 1600 12/53 80579 248,000 Alco T/I to EMD for SD45/FP45/SDL39/GP40, 1969
2477 452 RS3 16-ARS 1600 12/53 80581 248,000 Alco T/I to EMD for SD45/FP45/SDL39/GP40, 1969
2478 453 RS3 16-ARS 1600 12/53 80650 248,000 Alco T/I to EMD for SD45/FP45/SDL39/GP40, 1969
2479 454 463 RS3 16-ARS 1600 12/53 80651 248,000 Alco Scrapped Milwaukee Shops 04/76
2480 455 493 RS3 16-ARS 1600 12/53 80652 248,000 Alco
2481 456 467 RS3 16-ARS 1600 12/53 80653 248,000 Alco
2482 457 491 RS3 16-ARS 1600 12/53 80654 248,000 Alco
2483 458 RS3 16-ARS 1600 09/54 80738 235,000 Alco T/I to EMD for SD45/FP45/SDL39/GP40, 1969
2484 459 464 RS3 16-ARS 1600 09/54 80739 235,000 Alco
2485 460 RS3 16-ARS 1600 09/54 80740 235,000 Alco T/I to EMD for SD45/FP45/SDL39/GP40, 1969
2486 461 RS3 16-ARS 1600 09/54 80741 235,000 Alco Scrapped Milwaukee Shops 04/76
2487 462 469 RS3 16-ARS 1600 09/54 80742 235,000 Alco
2150 570 RSD5 16-ARS 1600 08/53 80777 297,000 Alco Scrapped Milwaukee Shops 03/76
2151 571 RSD5 16-ARS 1600 08/53 80778 297,000 Alco Scrapped Milwaukee Shops 03/76
2152 572 RSD5 16-ARS 1600 08/53 80779 297,000 Alco Scrapped Milwaukee Shops 03/76
2153 573 RSD5 16-ARS 1600 10/53 80802 296,000 Alco
2154 574 RSD5 16-ARS 1600 10/53 80803 296,000 Alco Scrapped Milwaukee Shops 03/76
2155 575 RSD5 16-ARS 1600 10/53 80804 296,000 Alco Scrapped Milwaukee Shops 03/76
1892 815 S4 10-AS 1000 12/53 80969 232,000 Alco
1893 816 S4 10-AS 1000 12/53 80970 232,000 Alco 03/77 V&M 23 Sold to Virginia & Mayland 03/77
1894 817 S4 10-AS 1000 12/53 80971 232,000 Alco
1895 818 811 S4 10-AS 1000 12/53 80972 232,000 Alco
1896 819 854 S4 10-AS 1000 12/53 80973 232,000 Alco T/I to EMD for GP40, 1966
2488 463 492 454 RS3 16-ARS 1600 11/55 81703 237,000 Alco T/I to EMD for SD45/FP45/SDL39/GP40, 1969
2489 464 459 RS3 16-ARS 1600 11/55 81704 237,000 Alco T/I to EMD for SD45/FP45/SDL39/GP40, 1969
2490 465 RS3 16-ARS 1600 11/55 81705 247,000 Alco Scrapped Milwaukee Shops 03/76
2491 466 RS3 16-ARS 1600 11/55 81706 247,000 Alco
2492 467 456 RS3 16-ARS 1600 11/55 81707 247,000 Alco T/I to EMD for SD45/FP45/SDL39/GP40, 1969
2493 468 455 RS3 16-ARS 1600 11/55 81708 247,000 Alco T/I to EMD for SD45/FP45/SDL39/GP40, 1969
2494 469 462 RS3 16-ARS 1600 11/55 81709 247,000 Alco Scrapped Milwaukee Shops 04/76
2495 470 RS3 16-ARS 1600 11/55 81710 247,000 Alco Scrapped Milwaukee Shops 06/75
1649 1635 985 VO660 6.6-BS 660 05/40 62393 204,000 BLW Retire 01/61, scrapped at Milwaukee Shops 1962
1680 928 VO1000 10-ARS 1000 07/40 62406 244,000 BLW Scrapped Milwaukee Shops early 1967
1681 929 VO1000 10-ARS 1000 07/40 62407 244,000 BLW T/I to EMD for GP40, 1967
1682 930 VO1000 10-ARS 1000 11/42 64434 238,000 BLW Scrapped Milwaukee Shops early 1967
1683 931 VO1000 10-ARS 1000 08/43 69642 237,000 BLW T/I to EMD for GP40, 1967
1684 932 VO1000 10-ARS 1000 08/43 69643 237,000 BLW To PNC,scrapped 05/76
1685 933 VO1000 10-ARS 1000 01/44 70121 240,000 BLW T/I to EMD for GP40/SD45, 1968
1686 934 VO1000 10-ARS 1000 02/44 70142 240,000 BLW Scrapped Milwaukee Shops 03/76
1687 935 VO1000 10-ARS 1000 05/44 70857 240,000 BLW To PNC,scrapped 06/76 (Miller? 08/65?)
1688 936 VO1000 10-ARS 1000 09/45 72044 242,000 BLW
1689 937 VO1000 10-ARS 1000 09/45 72045 242,000 BLW To PNC,scrapped 04/76
1690 938 VO1000 10-ARS 1000 09/45 72046 242,000 BLW Scrapped Milwaukee Shops 06/75
1691 939 908 VO1000 10-ARS 1000 09/45 72047 242,000 BLW To PNC,scrapped 05/76
1692 940 DS44-1000 10-ARS 1000 10/48 73920 231,000 BLW Scrapped by PNC 04/77
1693 941 DS44-1000 10-ARS 1000 10/48 73921 231,000 BLW
1694 942 DS44-1000 10-ARS 1000 10/48 73922 231,000 BLW
1695 943 DS44-1000 10-ARS 1000 10/48 73923 231,000 BLW
1696 944 DS44-1000 10-ARS 1000 11/48 73924 231,000 BLW
1697 945 DS44-1000 10-ARS 1000 11/48 73925 231,000 BLW
1901 946 DS44-1000 10-ARS 1000 10/49 74632 230,000 BLW
1902 947 DS44-1000 10-ARS 1000 10/49 74633 230,000 BLW
1903 948 DS44-1000 10-ARS 1000 10/49 74634 230,000 BLW
1904 949 DS44-1000 10-ARS 1000 10/49 74635 230,000 BLW
1905 920 S12 12-BS 1200 11/50 75007 237,000 BLW To PNC, scrapped 06/76
1906 921 S12 12-BS 1200 11/50 75008 237,000 BLW
1907 922 S12 12-BS 1200 11/50 75009 237,000 BLW To PNC, scrapped 08/76
1908 923 S12 12-BS 1200 12/50 75010 237,000 BLW To PNC, scrapped 09/76
1909 924 S12 12-BS 1200 12/50 75011 237,000 BLW To PNC, scrapped 08/76
2100 560 AS-616 16-BRS-6 1600 04/51 75085 328,000 BLW T/I to EMD for GP40/SD45, 1968
1910 900 S12 12-BS 1200 11/51 75146 237,000 BLW Scrapped Milwaukee Shops 03/76
1911 901 S12 12-BS 1200 11/51 75147 237,000 BLW
1912 902 S12 12-BS 1200 11/51 75148 237,000 BLW To PNC, scrapped 08/76
1913 903 S12 12-BS 1200 11/51 75149 237,000 BLW Scrapped Milwaukee Shops 06/75
1914 904 S12 12-BS 1200 11/51 75150 237,000 BLW To PNC, scrapped 08/76
2100B 2102 562 AS-616B 16-BRS-6 1600 04/51 75232 326,000 BLW Rebuilt to AS616
2101B 2103 563 AS-616B 16-BRS-6 1600 04/51 75233 326,000 BLW Rebuilt to AS616
970 926 RS12 12-BRS 1200 05/51 75242 244,000 BLW To PNC, scrapped 05/76
1915 905 S12 12-BS 1200 12/51 75278 236,000 BLW
1916 906 S12 12-BS 1200 12/51 75279 236,000 BLW
1917 925 S12 12-BS 1200 12/51 75701 240,000 BLW Scrapped Milwaukee Shops 06/75
971 927 RS12 12-BRS 1200 11/52 75702 244,000 BLW Scrapped Milwaukee Shops 06/75
2104 564 AS-616 16-BRS-6 1600 08/53 75907 294,000 BLW
2105 565 AS-616 16-BRS-6 1600 08/53 75908 294,000 BLW
2106 566 AS-616 16-BRS-6 1600 09/53 75909 294,000 BLW
2107 567 AS-616 16-BRS-6 1600 09/53 75910 294,000 BLW
1918 907 S12 12-BS 1200 12/53 75967 240,000 BLW To PNC, scrapped 05/76
1919 908 939 S12 12-BS 1200 12/53 75968 242,000 BLW T/I to EMD for SD45/FP45/SDL39/GP40, 1969
1920 909 S12 12-BS 1200 12/53 75969 242,000 BLW Sold to Escanaba & Lake Superior Ry for parts 03/77
1921 910 S12 12-BS 1200 12/53 75970 242,000 BLW
1922 911 S12 12-BS 1200 12/53 75971 242,000 BLW To PNC, scrapped 04/76
1923 912 S12 12-BS 1200 01/54 75972 242,000 BLW To PNC, scrapped 09/76
1924 913 S12 12-BS 1200 01/54 75973 242,000 BLW To PNC, scrapped 08/76
1925 914 S12 12-BS 1200 01/54 75974 242,000 BLW To PNC, scrapped 05/76
2101 561 AS-616 16-BRS-6 1600 04/51 78086 328,000 BLW
1708 44-Ton Daven 380 01/42 2364 88,000 Dvn Retired 8/19/58
1709 997 44-Ton Daven 380 01/42 2365 88,000 Dvn T/I to EMD for GP40, 1967
1650 668 NW2 10-ES 1000 06/39 00845 252,000 EMD 05/80 01/81
1651 669 NW2 10-ES 1000 06/39 00846 252,000 EMD 05/80
1610 960 872 SW1 6-ES 600 06/39 00878 203,000 EMD 05/80
1611 961 866 SW1 6-ES 600 06/39 00879 203,000 EMD 05/80
1612 962 865 SW1 6-ES 600 08/39 00904 203,000 EMD 05/80 10/75 DRI&NW 865,SDWG 865 To South Dakota Wheat Growers
1613 963 867 SW1 6-ES 600 03/40 01039 203,000 EMD 05/80
1614 964 SW1 6-ES 600 03/40 01040 203,000 EMD 02/65 To International Harvester, M/1960's
1615 965 941 860 SW1 6-ES 600 03/40 01041 203,000 EMD 05/80 01/83 To Independent Loco, 01/83, To Harvest States (07/83)
1616 950 862 SW1 6-ES 600 03/40 01042 201,000 EMD 05/80 01/83 To Independent Locomotive, St. Paul, To Pillsbury
1617 951 861 SW1 6-ES 600 03/40 01043 201,000 EMD 05/80 08/80
1618 955 870 SW1 6-ES 600 03/40 01044 201,000 EMD 05/80 06/77
1619 956 869 SW1 6-ES 600 03/40 01045 201,000 EMD 05/80 04/80 S&NC ??? Sold to Seattle & North Coast Ry, Port Angeles, WA
1620 966 SW1 6-ES 600 04/40 01046 203,000 EMD 02/65 Retired E/1965,disposition ??
1621 967 SW1 6-ES 600 04/40 01047 203,000 EMD 02/65 Retired E/1965,disposition ??
1622 952 863 SW1 6-ES 600 04/40 01048 203,000 EMD 05/80 03/83 To Chrome Crankshaft, Silvis, Ill., to Hardin Grain 09/83
1623 968 958 868 SW1 6-ES 600 04/40 01049 203,000 EMD 05/80
1624 969 959 871 SW1 6-ES 600 04/40 01050 203,000 EMD 05/80 10/75 DRI&NW 871 Sold to Davenport, Rock Island and Northwestern Ry
1625 970 942 873 SW1 6-ES 600 11/40 01178 197,000 EMD 05/80 08/79 To PNC
1626 971 943 874 SW1 6-ES 600 11/40 01179 197,000 EMD 05/80
1627 957 880 SW1 6-ES 600 11/40 01180 197,000 EMD 05/80 10/78 To PNC
1628 972 944 875 SW1 6-ES 600 11/40 01181 197,000 EMD 05/80
1629 973 945 876 SW1 6-ES 600 11/40 01182 197,000 EMD 05/80
1630 974 946 877 SW1 6-ES 600 11/40 01183 197,000 EMD 05/80 12/82 To Erman Howell for scrap, 12/82
1631 975 947 879 SW1 6-ES 600 11/40 01184 197,000 EMD 05/80 10/80 ST&T 7 To Superior Tie & Timber
1632 976 948 878 SW1 6-ES 600 11/40 01185 197,000 EMD 05/80 10/80 To Weyerhaeuser
1633 953 864 SW1 6-ES 600 11/40 01186 197,000 EMD 05/80 10/80 Nucor 8640
1652 670 NW2 10-ES 1000 11/40 01187 249,000 EMD 05/80 01/81
1653 671 NW2 10-ES 1000 11/40 01188 249,000 EMD 05/80 01/81
1654 672 NW2 10-ES 1000 11/40 01189 249,000 EMD 05/80 06/81
15A E6A 20-EP 2000 09/41 01363 315,000 EMD 03/61 T/I on E9A 36A
15B E6A 20-EP 2000 09/41 01364 315,000 EMD 03/61 T/I on E9A 36C
40A FT-A 13.5-EF 1350 10/41 01365 225,000 EMD 01/59 T/I to EMD for GP9s 280-331
40D FT-A 13.5-EF 1350 10/41 01366 225,000 EMD 01/59 T/I to EMD for GP9s 280-331
40B FT-B 13.5-EF 1350 10/41 01367 223,000 EMD 01/59 T/I to EMD for GP9s 280-331
40C FT-B 13.5-EF 1350 10/41 01368 223,000 EMD 01/59 T/I to EMD for GP9s 280-331
1634 977 949 881 SW1 6-ES 600 09/41 01369 197,000 EMD 05/80
41A FT-A 13.5-EF 1350 07/43 01774 233,000 EMD 01/59 T/I to EMD for GP9s 280-331
41D FT-A 13.5-EF 1350 07/43 01775 233,000 EMD 01/59 T/I to EMD for GP9s 280-331
41B FT-B 13.5-EF 1350 07/43 01776 233,000 EMD 01/59 T/I to EMD for GP9s 280-331
41C FT-B 13.5-EF 1350 07/43 01777 233,000 EMD 01/59 T/I to EMD for GP9s 280-331
42A FT-A 13.5-EF 1350 07/44 02613 228,000 EMD 01/59 T/I to EMD for GP9s 280-331
42D FT-A 13.5-EF 1350 07/44 02614 228,000 EMD 01/59 T/I to EMD for GP9s 280-331
43A FT-A 13.5-EF 1350 07/44 02615 228,000 EMD 01/59 T/I to EMD for GP9s 280-331
43D FT-A 13.5-EF 1350 07/44 02616 228,000 EMD 01/59 T/I to EMD for GP9s 280-331
44A FT-A 13.5-EF 1350 07/44 02617 228,000 EMD 01/59 T/I to EMD for GP9s 280-331
44D FT-A 13.5-EF 1350 07/44 02618 228,000 EMD 01/59 T/I to EMD for GP9s 280-331
45A FT-A 13.5-EF 1350 07/44 02619 228,000 EMD 01/59 T/I to EMD for GP9s 280-331
45D FT-A 13.5-EF 1350 07/44 02620 228,000 EMD 01/59 T/I to EMD for GP9s 280-331
46A FT-A 13.5-EF 1350 07/44 02621 228,000 EMD 01/59 T/I to EMD for GP9s 280-331
46D FT-A 13.5-EF 1350 07/44 02622 228,000 EMD 01/59 T/I to EMD for GP9s 280-331
47A FT-A 13.5-EF 1350 07/44 02623 228,000 EMD 01/59 T/I to EMD for GP9s 280-331
47D FT-A 13.5-EF 1350 07/44 02624 228,000 EMD 01/59 T/I to EMD for GP9s 280-331
42B FT-B 13.5-EF 1350 07/44 02625 226,000 EMD 01/59 T/I to EMD for GP9s 280-331
42C FT-B 13.5-EF 1350 07/44 02626 226,000 EMD 01/59 T/I to EMD for GP9s 280-331
43B FT-B 13.5-EF 1350 07/44 02627 226,000 EMD 01/59 T/I to EMD for GP9s 280-331
43C FT-B 13.5-EF 1350 07/44 02628 226,000 EMD 01/59 T/I to EMD for GP9s 280-331
44B FT-B 13.5-EF 1350 07/44 02629 226,000 EMD 01/59 T/I to EMD for GP9s 280-331
44C FT-B 13.5-EF 1350 07/44 02630 226,000 EMD 01/59 T/I to EMD for GP9s 280-331
45B FT-B 13.5-EF 1350 07/44 02631 226,000 EMD 01/59 T/I to EMD for GP9s 280-331
45C FT-B 13.5-EF 1350 07/44 02632 226,000 EMD 01/59 T/I to EMD for GP9s 280-331
46B FT-B 13.5-EF 1350 07/44 02633 226,000 EMD 01/59 T/I to EMD for GP9s 280-331
46C FT-B 13.5-EF 1350 07/44 02634 226,000 EMD 01/59 T/I to EMD for GP9s 280-331
47B FT-B 13.5-EF 1350 07/44 02635 226,000 EMD 01/59 T/I to EMD for GP9s 280-331
47C FT-B 13.5-EF 1350 07/44 02636 226,000 EMD 01/59 T/I to EMD for GP9s 280-331
16A E7A 20-EP 2000 06/46 03235 324,000 EMD 01/69 T/I on E9A 37A
16B E7A 20-EP 2000 06/46 03236 324,000 EMD 01/69 T/I on E9A 37C
17A E7A 20-EP 2000 06/46 03237 324,000 EMD 01/69 T/I to EMD for FP45/SD45/SDL39/GP40, 1969
17B E7A 20-EP 2000 06/46 03238 324,000 EMD 01/69 T/I to EMD for FP45/SD45/SDL39/GP40, 1969
18A E7A 20-EP 2000 06/46 03239 324,000 EMD 01/69 T/I to EMD for FP45/SD45/SDL39/GP40, 1969
18B E7A 20-EP 2000 06/46 03240 324,000 EMD 01/69 T/I to EMD for FP45/SD45/SDL39/GP40, 1969
19A E7A 20-EP 2000 06/46 03241 324,000 EMD 01/69 T/I on E9A 38A
19B E7A 20-EP 2000 06/46 03242 324,000 EMD 01/69 T/I to EMD for FP45/SD45/SDL39/GP40, 1969
20A E7A 20-EP 2000 06/46 03243 324,000 EMD 01/69 T/I on E9A 38C
20B E7A 20-EP 2000 06/46 03244 324,000 EMD 01/69 Wrecked, Kenosha,WI 1964 - scr Milw Shops
35A FT-A 13.5-EF 1350 07/45 03245 227,000 EMD 01/59 T/I to EMD for GP9s 280-331
35D FT-A 13.5-EF 1350 07/45 03246 227,000 EMD 01/59 T/I to EMD for GP9s 280-331
36A FT-A 13.5-EF 1350 07/45 03247 227,000 EMD 01/59 T/I to EMD for GP9s 280-331
36D FT-A 13.5-EF 1350 07/45 03248 227,000 EMD 01/59 T/I to EMD for GP9s 280-331
37A FT-A 13.5-EF 1350 07/45 03249 227,000 EMD 01/59 T/I to EMD for GP9s 280-331
37D FT-A 13.5-EF 1350 07/45 03250 227,000 EMD 01/59 T/I to EMD for GP9s 280-331
38A FT-A 13.5-EF 1350 07/45 03251 227,000 EMD 01/59 T/I to EMD for GP9s 280-331
38D FT-A 13.5-EF 1350 07/45 03252 227,000 EMD 01/59 T/I to EMD for GP9s 280-331
39A FT-A 13.5-EF 1350 07/45 03253 227,000 EMD 01/59 T/I to EMD for GP9s 280-331
39D FT-A 13.5-EF 1350 07/45 03254 227,000 EMD 01/59 T/I to EMD for GP9s 280-331
35B FT-B 13.5-EF 1350 07/45 03255 224,000 EMD 01/59 T/I to EMD for GP9s 280-331
35C FT-B 13.5-EF 1350 07/45 03256 224,000 EMD 01/59 T/I to EMD for GP9s 280-331
36B FT-B 13.5-EF 1350 07/45 03257 224,000 EMD 01/59 T/I to EMD for GP9s 280-331
36C FT-B 13.5-EF 1350 07/45 03258 224,000 EMD 01/59 T/I to EMD for GP9s 280-331
37B FT-B 13.5-EF 1350 07/45 03259 224,000 EMD 01/59 T/I to EMD for GP9s 280-331
37C FT-B 13.5-EF 1350 07/45 03260 224,000 EMD 01/59 T/I to EMD for GP9s 280-331
38B FT-B 13.5-EF 1350 07/45 03261 224,000 EMD 01/59 T/I to EMD for GP9s 280-331
38C FT-B 13.5-EF 1350 07/45 03262 224,000 EMD 01/59 T/I to EMD for GP9s 280-331
39B FT-B 13.5-EF 1350 07/45 03263 224,000 EMD 01/59 T/I to EMD for GP9s 280-331
39C FT-B 13.5-EF 1350 07/45 03264 224,000 EMD 01/59 T/I to EMD for GP9s 280-331
1647 665 NW2 10-ES 1000 11/47 05238 249,000 EMD 05/80 12/84
1648 666 NW2 10-ES 1000 11/47 05239 249,000 EMD 05/80 01/83 To Independent Locomitve for scrap 01/83
1649 667 NW2 10-ES 1000 11/47 05240 249,000 EMD 05/80 10/84 To DWilson, Des Moines, IA 11/84
80A F3A 15-EF 1500 01/49 06307 235,000 EMD 03/65 T/I to EMD/GE for GP35/U25B/U28B, 1965
80D 81C F3A 15-EF 1500 01/49 06308 235,000 EMD 03/65 T/I to EMD/GE GP35/U25B/U28B, 1965
81A F3A 15-EF 1500 01/49 06309 236,000 EMD 03/65 T/I to EMD/GE for GP35/U25B/U28B, 1965
81D 84A F3A 15-EF 1500 01/49 06310 236,000 EMD 03/65 T/I to EMD/GE GP35/U25B/U28B, 1965
82A F3A 15-EF 1500 02/49 06311 236,000 EMD 03/65 T/I to EMD/GE for GP35/U25B/U28B, 1965
82D 85A F3A 15-EF 1500 02/49 06312 236,000 EMD 03/65 T/I to EMD/GE GP35/U25B/U28B, 1965
83A F3A 15-EF 1500 02/49 06313 236,000 EMD 03/65 T/I to EMD/GE for GP35/U25B/U28B, 1965
83D 86A F3A 15-EF 1500 02/49 06314 236,000 EMD 03/65 T/I to EMD/GE GP35/U25B/U28B, 1965
80B F3B 15-EF 1500 01/49 06315 232,000 EMD 03/65 T/I to EMD/GE for GP35/U25B/U28B, 1965
80C F3B 15-EF 1500 01/49 06316 232,000 EMD 03/65 T/I to EMD/GE for GP35/U25B/U28B, 1965
81B F3B 15-EF 1500 01/49 06317 227,000 EMD 03/65 T/I to EMD/GE for GP35/U25B/U28B, 1965
81C 84B F3B 15-EF 1500 01/49 06318 227,000 EMD 03/65 T/I to EMD/GE GP35/U25B/U28B, 1965
82B F3B 15-EF 1500 02/49 06319 227,000 EMD 03/65 T/I to EMD/GE for GP35/U25B/U28B, 1965
82C 85B F3B 15-EF 1500 02/49 06320 227,000 EMD 03/65 T/I to EMD/GE GP35/U25B/U28B, 1965
83B F3B 15-EF 1500 02/49 06321 227,000 EMD 03/65 T/I to EMD/GE for GP35/U25B/U28B, 1965
83C 86B F3B 15-EF 1500 02/49 06322 227,000 EMD 03/65 T/I to EMD/GE GP35/U25B/U28B, 1965
84A 107C F7A 15-EF 1500 05/49 06323 236,000 EMD 05/80 T/I to EMD/GE GP35/U25B/U28B, 1965
84D 106C F7A 15-EF 1500 05/49 06324 236,000 EMD 10/74 To PNC,scrapped
85A 108C F7A 15-EF 1500 05/49 06325 235,000 EMD 05/80 T/I to EMD/GE for GP35/U25B/U28B, 1965
85D 112C F7B 15-EF 1500 05/49 06326 226,000 EMD 05/80 T/I to EMD/GE for GP35/U25B/U28B, 1965
84B 106B F7B 15-EF 1500 05/49 06327 226,000 EMD 05/80 T/I to EMD/GE for GP35/U25B/U28B, 1965
84C 107B F7B 15-EF 1500 05/49 06328 226,000 EMD 05/80 T/I to EMD/GE for GP35/U25B/U28B, 1965
85B 108B F7B 15-EF 1500 05/49 06329 226,000 EMD 05/80 T/I to EMD/GE for GP35/U25B/U28B, 1965
85C 112B F7B 15-EF 1500 05/49 06330 226,000 EMD 05/80 T/I to EMD/GE for GP35/U25B/U28B, 1965
586 SDL39 23-ERS-6 2300 11/72 07345-1 280,000 EMD 02/85 HLCX 586 WC 586 To Wisconsin Central, 1988
587 SDL39 23-ERS-6 2300 11/72 07345-2 280,000 EMD 02/85 HLCX 587 WC 587 To Wisconsin Central, 1988
588 SDL39 23-ERS-6 2300 11/72 07345-3 280,000 EMD 02/85 HLCX 588 WC 588 To Wisconsin Central, 1988
589 SDL39 23-ERS-6 2300 11/72 07345-4 280,000 EMD 02/85 HLCX 589 WC 589 To Wisconsin Central, 1988
590 SDL39 23-ERS-6 2300 11/72 07345-5 280,000 EMD 02/85 HLCX 590 WC 590 To Wisconsin Central, 1988
2000A 696A TR2A 12/49 07919 247,000 EMD 05/80 09/78 To PNC 09/78
2000B 696B TR2B 12/49 07920 247,000 EMD 05/80 08/79 To PNC 08/79
86A 112A F7A 15-EF 1500 11/49 07944 234,000 EMD 03/65 T/I to EMD/GE for GP35/U25B/U28B, 1965
87A F7A 15-EF 1500 10/49 07945 235,000 EMD 05/80 12/81 Scrapped @Chrome Locomotive, Silvis, IL, 12/81
87C F7A 15-EF 1500 10/49 07946 235,000 EMD 05/80
88A F7A 15-EF 1500 10/49 07947 235,000 EMD 05/78 09/78 To PNC,scrapped
88C F7A 15-EF 1500 10/49 07948 235,000 EMD 05/80 06/82 To ChromeLocomotive 06/82 via Silcott
89A F7A 15-EF 1500 10/49 07949 235,000 EMD 05/80 02/81 To PNC,scrapped
89C F7A 15-EF 1500 10/49 07950 235,000 EMD 05/80 01/82 Scrapped @Chrome Locomotive, Silvis, IL, 12/81
87B F7B 15-EF 1500 10/49 07951 230,000 EMD 01/77 08/77 To PNC,scrapped
88B F7B 15-EF 1500 10/49 07952 230,000 EMD 05/80
89B F7B 15-EF 1500 10/49 07953 230,000 EMD 05/80 06/80 Scrapped @Chrome Locomotive, Silvis, IL, 07/80
74B F7B 15-EF 1500 12/49 07954 230,000 EMD 05/80 T/I do EMD/GE forGP35/U25B/U28B, 1965
75B F7B 15-EF 1500 12/49 07955 230,000 EMD 05/80 T/I do EMD/GE forGP35/U25B/U28B, 1965
76B F7B 15-EF 1500 12/49 07956 230,000 EMD 05/80 T/I do EMD/GE forGP35/U25B/U28B, 1965
77B F7B 15-EF 1500 12/49 07957 230,000 EMD 05/80 04/80 Scrapped @Chrome Locomotive, Silvis, IL, 12/81
78B F7B 15-EF 1500 12/49 07958 230,000 EMD 05/80 T/I do EMD/GE forGP35/U25B/U28B, 1965
79B F7B 15-EF 1500 12/49 07959 230,000 EMD 05/80 T/I do EMD/GE forGP35/U25B/U28B, 1965
74A F7A 15-EF 1500 12/49 08389 235,000 EMD 05/80 T/I do EMD/GE forGP35/U25B/U28B, 1965
74C F7A 15-EF 1500 12/49 08390 235,000 EMD 05/80 T/I do EMD/GE forGP35/U25B/U28B, 1965
75A F7A 15-EF 1500 12/49 08391 235,000 EMD 05/80 T/I do EMD/GE forGP35/U25B/U28B, 1965
75C F7A 15-EF 1500 12/49 08392 235,000 EMD 05/80 T/I do EMD/GE forGP35/U25B/U28B, 1965
76A F7A 15-EF 1500 12/49 08393 235,000 EMD 05/80 T/I do EMD/GE forGP35/U25B/U28B, 1965
76C F7A 15-EF 1500 12/49 08394 235,000 EMD 05/80
77A F7A 15-EF 1500 12/49 08395 235,000 EMD 10/74 To PNC, scrapped
77C 82A F7A 15-EF 1500 12/49 08396 235,000 EMD 05/80 05/84 To MadRiver & NKP Railway Society, Bellevue, OH
78A F7A 15-EF 1500 12/49 08397 235,000 EMD 05/80
78C F7A 15-EF 1500 12/49 08398 235,000 EMD 05/80
79A F7A 15-EF 1500 12/49 08399 235,000 EMD 01/78 03/78 To PNC,scrapped
79C F7A 15-EF 1500 12/49 08400 235,000 EMD 01/77 08/77 To PNC,scrapped
69A F7A 15-EF 1500 07/50 10311 234,000 EMD 10/74 To PNC, scrapped
69C F7A 15-EF 1500 07/50 10312 234,000 EMD 05/78 09/78 To PNC,scrapped
70A F7A 15-EF 1500 07/50 10313 234,000 EMD 05/80
70C F7A 15-EF 1500 07/50 10314 234,000 EMD 05/80 10/80 To Chrome Locomotive, scrapped
71A F7A 15-EF 1500 07/50 10315 234,000 EMD 01/76 06/76 To PNC,scrapped
71C F7A 15-EF 1500 07/50 10316 234,000 EMD 05/78 10/78 To PNC,scrapped
72A F7A 15-EF 1500 07/50 10317 234,000 EMD 05/80
72C 83C F7A 15-EF 1500 07/50 10318 234,000 EMD 05/80 Indiana Transport Museum, Noblesville, IN
73A F7A 15-EF 1500 07/50 10319 234,000 EMD 05/80
73C F7A 15-EF 1500 07/50 10320 234,000 EMD 05/80
68A F7A 15-EF 1500 07/50 10321 234,000 EMD 05/80 12/84 To Midwest Steel, scrapped
68C F7A 15-EF 1500 07/50 10322 234,000 EMD 05/80 Scrapped @ Chrome Locomotive, Silvis, IL, 12/81
90A 60A FP7A 15-EP 1500 06/50 10323 243,000 EMD 05/80 05/82 To Webster Tech College, Sindey NE, 03/84; To Mountain Diesel (Dale Sanders)
1986
90C 60C FP7A 15-EP 1500 06/50 10324 243,000 EMD 05/80 05/76 To PNC,scrapped
91A 61A FP7A 15-EP 1500 06/50 10325 243,000 EMD 05/78 09/78 To PNC,scrapped
91C 61C FP7A 15-EP 1500 06/50 10326 243,000 EMD 05/78 09/78 To PNC,scrapped
92A 62A FP7A 15-EP 1500 06/50 10327 243,000 EMD 05/80
92C 62C FP7A 15-EP 1500 06/50 10328 243,000 EMD 05/80
93A 63A FP7A 15-EP 1500 06/50 10329 243,000 EMD 05/80 01/81 GO 910 Sold to GO Transit
93C 63C FP7A 15-EP 1500 06/50 10330 243,000 EMD 10/74 10/80 To Chrome Locomotive, scrapped
94A 64A FP7A 15-EP 1500 06/50 10331 243,000 EMD 06/77 08/77 To PNC,scrapped
94C 64C FP7A 15-EP 1500 06/50 10332 243,000 EMD 10/74 08/77 To PNC,scrapped
69B F7B 15-EF 1500 07/50 10335 233,000 EMD 05/80 08/77 To PNC,scrapped
70B F7B 15-EF 1500 07/50 10336 233,000 EMD 05/80 To Independent Locomotive
71B F7B 15-EF 1500 07/50 10337 233,000 EMD 05/80 Rotary Snowplow power unit X-1
72B F7B 15-EF 1500 07/50 10338 233,000 EMD 10/74 10/78 To PNC,scrapped
73B F7B 15-EF 1500 07/50 10339 233,000 EMD 05/80 12/81 Scrapped @Chrome Locomotive, 12/81
68B F7B 15-EF 1500 07/50 10340 231,000 EMD 05/80 05/83 Indiana Transport Museum, Noblesville, IN
90B 60B F7B 15-EF 1500 06/50 10341 236,000 EMD 05/80 05/82
91B 61B F7B 15-EF 1500 06/50 10342 236,000 EMD 10/74 To PNC,scrapped
92B 62B F7B 15-EF 1500 06/50 10343 236,000 EMD 05/80
93B 63B F7B 15-EF 1500 06/50 10344 236,000 EMD

[MichaelSol]

QUOTE: Originally posted by Murphy Siding

Michael: Do you have any info on loadings out of the Chamberlain to Rapid City, S.D. line of the same era? Any breakdowns on the kinds of material shipped? On both lines? Thanks

West of Mitchell, Subdivision 41 of the Minnesota-Dakota Division went from Betts to Murdo, 142 miles, and Subdivision 42, Murdo to Rapid City, 144 miles.

Betts to Murdo generally generated about a million dollars, Chamberlain around $350,000 and Kennebec and Vivian with a quarter of a million each were the big originators of carloads on #41, Kadoka generated a quarter of a million on #42, and Rapid City $2.2-2.4 million. Overall, the line paid its way, not by much, but it paid its way.

Murphy Siding didn't generate or receive anything in 1974, but by 1977originated 36 carloads of something for $27,753 in revenue.

I don't know much about the Rapid City branch. It was originally one of the proposed routes of the PCE, and a survey was done from Rapid City west to Butte. I was only on the line once, it was 20 below, and 20 below there seemed a lot colder than 20 below where I come from.

I got to the Rapid City roundhouse, took a picture of a covered wagon out front, and decided it was too d*** cold for me. Whatever traffic they had in Rapid City, I didn't care at that point, and they weren't loading it anyway. I went back to Chicago.

When it was first built at the same time as the PCE, it was wheat country. Then the drought of 1907 put a kibosh on that. Half the settlers Milwaukee brought in left.

[Murphy Siding]

QUOTE: Originally posted by MichaelSol
Murphy Siding didn't generate or receive anything in 1974, but by 1977originated 36 carloads of something for $27,753 in revenue.

That would have been 36 carloads of bentonite. About that time, CNW was derailing a lot of trains coming out of the bentonite mine at Colony, Wyoming, about 80 miles north. For a while,bentonite was trucked to Murphy Siding, dumped on the ground, and loaded into open hoppers with a front end loader. What a gooey mess!
I always wondered what the purpose of the siding had been. Decades before, the fields around there were sugar beet farms. A similar siding, about 10 miles up the road went right up to old loading chutes on a cattle ranch. It was fairly obvious what that one had been for. That siding was named after the ranch- HO Siding.

[MichaelSol]

Well, if I get a chance, I'll look at the revenue history of Murphy Siding and see when they were loading there.

[MichaelSol]

Earnings history of Murphy Siding -- the Milwaukee Road rail siding, not the Trains forum member -- back to 1950:

1977, $27,753
1976, $900
1975, 0
1974, $13,371
1973, $1,223
1972, $15,618
1971, $19,125
1970, $72,543
1969, $17,801
1968, $25,154
1967, $27,188
1966, $32,762
1965, $64,256
1964, $5,943
1963, $339
1962, $12,213
1961, $2,369
1960, 0
1959, 0
1958, 0
1957, 0
1956, 0
1955, 0
1954, $9,770
1953, 0
1952, 0
1951, 0
1950, 0

Interesting, happened to notice 1974, only 4 carloads were originating, 11 were terminating.

[Murphy Siding]

Thanks for the info Michael. Eleven carloads terminating? At a little siding in the weeds? There was two big propane tanks there, that were used to fill propane delivery trucks. Is propane hauled by railroads?

[blhanel]

QUOTE: Originally posted by MichaelSol

Earnings history of Murphy Siding -- the Milwaukee Road rail siding, not the Trains forum member -- back to 1950:

Darn, I was going to make a wisecrack about that, but you clarified that before I could.

[Murphy Siding]

QUOTE: Originally posted by blhanel

QUOTE: Originally posted by MichaelSol

Earnings history of Murphy Siding -- the Milwaukee Road rail siding, not the Trains forum member -- back to 1950:

Darn, I was going to make a wisecrack about that, but you clarified that before I could.

[(-D][(-D]Ha! I didn't even notice that part![;)]

[rrandb]

Does anyone here have any idea how 1 lightweight combination/baggage car and 3 lightweight baggage cars with MILW reporting marks have ended up in an abandoned yard on the west side of Rockfort, IL. There is also a boxcar, flatcar, a crane and two steam tenders possibly from the IC They appear to have been last used as MOW equipment.There is more info and photo's at the link below. http://www.trains.com/community/forum/topic.asp?TOPIC_ID=67209

[Murphy Siding]

I read that the MILW line from Yankton, to Platte, S.D. was the first district on the railroad to fully dieselize, around 1950. The line, now gone, was a grain-gathering line built with 60# rail and not much ballast. Several 1% grades convinced the railroad to buy Alco RSC-2's for the line. Does anyone know what areas were to last to dieselize? You would have thought branchlines in the boonies wouldn't be a big priority.

[Murphy Siding]

I read that The Milwaukee Road purchased the first SD7 in April,1952, and the first SD, in early 1954. Anybody know if that is indeed true, and if any are still around?

[Anonymous]

QUOTE: Originally posted by martin.knoepfel

A to Snoqualmie: why didn't BN buy the Snoqualmie-pass-line and shut it's own line down if the MILW had the better alignment?

The BN did own the Snoqualimie Pass line from 1980 to 1990 but never because the CEO at the time had interests else where and a rockslide sometime in the mid 80s sealed its fate an some time in 1987/88 the tracks were removed from ceder falls to Easton, the tracks from Renton to Ceder Falls remained so the BN could reach the branch line to Snoqualimie to serve a lumber mill but it closed in late 1990 and the track were removed in early 1991 I think

BTW: I am not sure if the dates are correct

[ericmanke]

Murphy Siding,
Yes, the Milwaukee Road did recieve the first production SD7s. The demonstator was purchased by the Southern Pacific. As far as the disposition of those first SD7s. I assume a few of them were rebuilt into SD10s, but I'm not really sure.

Eric

[Murphy Siding]

QUOTE: Originally posted by ericmanke

Murphy Siding,
Yes, the Milwaukee Road did recieve the first production SD7s. The demonstator was purchased by the Southern Pacific. As far as the disposition of those first SD7s. I assume a few of them were rebuilt into SD10s, but I'm not really sure.

Eric

Were SD7s and SD9s both rebuilt into SD10s?