Cannonball (MILW train)

Cannonball
Train 12 having a late morning layover at the new Milwaukee Union Station, August 1966. The equipment is being prepared for a run to Chicago, the bilevel gallery cars are atypical for the service
Overview
Service type	Commuter rail
Status	Defunct
Locale	Metro Milwaukee
First service	1886 (1886)
Last service	July 31, 1972 (1972-07-31)
Former operator(s)	Milwaukee Road
Route
Termini	Milwaukee Union Station Watertown Depot
Stops	12
Distance travelled	45.5 miles (73.2 km)
Average journey time	70 minutes
Service frequency	One-daily roundtrip
Train number(s)	12 (eastbound) 23 (westbound)
Line(s) used	Watertown Subdivision
Technical
Rolling stock	EMD FP7 or EMD E9 Two streamlined coaches
Track gauge	1,435 mm (4 ft 8+1⁄2 in)
Operating speed	70 mph (110 km/h) (top) 39 mph (63 km/h) (average)
Route map Legend Amtrak to Seattle and Minneapolis Chicago & North Western 46 mi 74 km Watertown Watertown Yard Rock River 46 mi 74 km Watertown (closed 1926) TMER&L Watertown Line Rock River 39 mi 63 km Ixonia 33 mi 53 km Oconomowoc 30 mi 48 km Okauchee 28 mi 45 km Nashotah 25 mi 40 km Hartland 20 mi 32 km Pewaukee 17 mi 27 km Duplainville Soo Line Railroad 14 mi 23 km Brookfield 10 mi 16 km Elm Grove Chicago & North Western 5 mi 8 km Wauwatosa Menomonee River Grand Avenue Junction to North Milwaukee Menomonee River TMER&L Rapid Transit Line “Cut-Off” to Muskego Yard to Public Service Building North Shore Line to Loop 0 mi Everett Street (closed 1965) 0 mi Milwaukee Amtrak to Chicago This diagram: view talk edit

The Cannonball was a commuter rail train operated by the Milwaukee Road from Watertown to Milwaukee, Wisconsin, until 1972. It was the last commuter train to serve Milwaukee. Cannonball was a colloquial nickname for the train, which operated as No. 12 inbound in the morning and No. 23 outbound in the evening.

History

The Milwaukee Road main line was completed between Milwaukee and Watertown in 1855. ^[1] The train's heritage dates to 1886, originating as a Madison–Milwaukee–Chicago intercity service. The corridor has had several of these trains throughout its history, but train 12 left Watertown at daybreak and arrived in Milwaukee before business hours. Its counterpart, train 23, left Milwaukee just after office close and arrived back at Watertown by early evening. Passengers would have a layover at Milwaukee between runs to or from Chicago, where head-end cars would be switched onto the train. ^{[note 1]} Amtrak would continue the Milwaukee–Chicago through practice, ultimately extending to St. Louis, until July 10, 1972, a few weeks before commuter train's discontinuance. On February 18, 1957 service to Madison was truncated at Watertown, firmly establishing the train's commuter status. ^[2]

By the 1940s, passengers began calling the commuter train the Cannonball, an endearing nickname the Milwaukee Road rarely acknowledged. ^{[3] [4]} In 1958 the railroad petitioned to discontinue service, citing the service net a loss of $37,931 (equivalent to $307,000 in 2023 ^[5] ) the previous year and operating costs were $1.32 per mile (equivalent to $10.70 per mile in 2023 ^[5] ). ^{[6] [7]} Service at this time was one daily roundtrip, inbound to Milwaukee in the morning and outbound in the evening, excluding Sundays and Holidays. In a public hearing on discontinuation held in Milwaukee, commuters represented by attorney David E. Beckwith successfully argued there were more people riding the trains than the railroad claimed and that replacement bus service would not be a viable alternative for communities. ^[8] Saturday service was eventually dropped.^{[ citation needed ]}

In 1965 the Milwaukee Road moved all trains to their new downtown Milwaukee station, and abandoned Everett Street Depot. In 1969 there were five trains, including the Cannonball, providing service throughout the day in the Milwaukee–Watertown corridor. ^[9] That year the service cost the railroad $67,000 to operate, jumping to $76,000 in 1970. When Amtrak took over intercity trains on May 1, 1971, they retained no shared stops with the Milwaukee Road's commuter service, the next station west of Milwaukee was Columbus, 65 miles from Union Station. In its dying days the train was averaging only 50 to 60 passengers a day. The final day of service was July 31, 1972. ^[10]

The Cannonball gained a reputation for parties that frequently occurred on the Friday night train outbound from Milwaukee. Passengers brought aboard drinks to share, a band played, and the train often held at intermediate stops to replenish beer and ice. ^[11]

Equipment

The Cannonball typically operated with only two streamlined coaches hauled by an EMD FP7 or EMD E9 based out of Watertown. Usual coaches were 1942 Hiawatha cars retired into commuter service. All equipment was painted Armour Yellow with red lettering, the Milwaukee Road's standard passenger scheme since 1955. ^{[11] [12]} On the final day the train hauled an extra coach to accommodate the additional riders who came out to say their last goodbyes. ^[3] Milwaukee commuters never received modern bilevel railcars or push-pull equipment like the railroad's suburban lines radiating from Chicago Union Station.^{[ citation needed ]}

Before the 1920's a private railcar was a regular part of the consist, chartered by executives to reach their lake homes the Milwaukee Road passed in Okauchee and Oconomowc. The through run to Chicago allowed the train to be serviced at the railroad's Western Avenue Coach Yard, which served long-distance trains and Chicago area commuter trains, and is now a Metra facility. During the brief period when the equipment was split between the Milwaukee Road and Amtrak, foreign power and coaches sometimes crept into the commuter service from Amtrak's Chicago pool. ^{[note 2] [2]}

Legacy

After its discontinuance, passengers appealed to court to try to get the Cannonball reinstated. Periodic attempts to reintroduce commuter rail to Watertown have been met with unsupportive state funding. In October 1980 a Budd SPV-2000 demonstrated commuter service for a five-day trial. Despite the railcar breaking down on the first trip, reception was modest with ticket sales covering half the cost and some trips having standee passengers. ^{[11] [13]} A brief revival occurred once again in the form of a 90-day pilot program to provide alternative transportation during repaving of Interstate 94 from April 14 to July 11, 1998. The service extended four roundtrips of Amtrak's Hiawatha Service to Watertown station, with intermediate stops in Oconomowoc, Pewaukee, Elm Grove, Brookfield, and Wauwatosa before Milwaukee and continuing to Chicago. The pilot saw 32,446 riders use the service, with 89% saying they would continue commuting on the train if it remained available. Canadian Pacific, successor to the Milwaukee Road and reluctant host of the commuter pilot, refused the service to continue, claiming upcoming track work. ^{[11] [14]}

Future Amtrak service to Madison is planned by extending Amtrak Hiawatha Service trains from Milwaukee, with the new route expected to reintroduce a stations at Watertown and Oconomowoc. ^{[15] [16]} The KRM regional rail project plans to introduce rail to new communities south of Milwaukee, connecting with Chicago's Metra system at Kenosha station.^{[ citation needed ]}

See also

• Speedrail (TMER&L) – Milwaukee rapid transit system, extended to Watertown
• North Shore Line – electric interurban from Milwaukee to Chicago
• Milwaukee District North Line and West Line – Milwaukee Road's suburban division in Chicago
• Union Pacific North Line – last suburban train in Wisconsin

Notes

1. Chicago through service, sharing numbers and equipment with Watertown–Milwaukee runs, was treated as a separate train as their two operating districts divided at Milwaukee.
2. During Amtrak's early years their equipment was generally pooled from the route's ex-operating railroad and often still serviced at their facilities. Amtrak's Chicago–Milwaukee trains continued to be serviced at the Milwaukee Road's Western Avenue Coach Yard, but when Amtrak extended the Abraham Lincoln to Milwaukee on the Cannonball’s through service schedule, the fleet pool included ex-Gulf, Mobile & Ohio rolling stock.

References

1. "Chapter on Railroads". watertownhistory.org. Watertown Historical Society. Retrieved September 12, 2024.
2. Scribbins, Jim (1998). "Once Upon a Milwaukee Road Timetable: Memoirs of the Cannonball". The Milwaukee Railroader. Antioch, Illinois: Milwaukee Road Historical Association. pp. 12–23.
3. Schaar, Ted. "Sixteen Decades of Railroads in Brookfield and Elm Grove". tswrites.com. Retrieved September 12, 2024.
4. "Cannonball Conductor Feted at End of the Line" (PDF). The Milwaukee Road Magazine. Chicago, Milwaukee, St. Paul and Pacific Railroad. May–June 1969. p. 29. Retrieved September 12, 2024.
5. Johnston, Louis; Williamson, Samuel H. (2023). "What Was the U.S. GDP Then?". MeasuringWorth . Retrieved November 30, 2023. United States Gross Domestic Product deflator figures follow the MeasuringWorth series.
6. "Discontinuance of the Milwaukee Road's Commuter Train". Watertown Daily Times. September 12, 1958 – via Watertown Historical Society.
7. "Milwaukee Road 'Cannonball'". Watertown Daily Times. September 23, 1958 – via Watertown Historical Society.
8. "Miscellaneous008". Watertown Daily Times. October 30, 1958 – via Watertown Historical Society.^{[ title missing ]}
9. Dorin, Patrick C. (1970). Commuter Railroads: A Pictoral Review of the Most Travelled Railroads. New York: Bonanza Books. p. 117.
10. "Cannonball Chugs to Last Goodby". Milwaukee Journal. August 1, 1972.
11. Sanders, Craig (2006). Amtrak in the Heartland. Bloomington, Indiana: Indiana University Press. p. 184. ISBN   978-0-253-34705-3.
12. Dorin (1970) , p. 124.
13. "Brookfield was more than a whistle-stop". Milwaukee Journal Sentinal. July 23, 2003.
14. "Hiawatha Extension service". Watertown Daily Times. July 2, 1998 – via Watertown Historical Society.
15. Sullivan, Tim (May 30, 2024). "Checking in on Watertown's potential Amtrak service". Watertown Daily Times. Retrieved September 12, 2024.
16. Bollier, Jeff (December 7, 2023). "Wisconsin gets $2.5 million to study Amtrak expansion from Milwaukee to Green Bay, Madison". Green Bay Press Gazette. Retrieved September 25, 2024.