Article: Handling Iron Ore on the MILW and E&LS - Early 1920's

By Ira Kurth, former MILW dispatcher

The handling of iron ore was big business for the Chicago, Milwaukee and St. Paul at Channing in the early 1920's. Most of the ore came from the Crystal Falls district where there were several mines. Much of the ore was picked up at the Bates interchange which was used as a gathering point by the C&NW and the CM&StP on the Iron River line about 30 miles from Channing. Using L-2b Mikado's, 60 loads could be handled with one double. East of Channing, the ore was taken over the Escanaba & Lake Superior to Wells Yard at Escanaba, a haul of about 63 miles.

The E&LS was built northwest from Escanaba in the 1890's as a logging railroad by Ike Stephenson who owned huge tracts of forest in that area. The railroad was extended as the logging progressed until it reached Channing in 1901. The line's engineering dealt lightly with cuts and fills as it had its share of ridges, which railroaders termed "hog backs", of various lengths and heights. It did have one outstanding feature. The E&LS was practically all down grade from Channing to the ore docks. It was claimed a loaded ore car with a nudge at Channing would roll freely to Escanaba.

The handling of ore from Channing by CM&StP trains using E&LS trackage rights was always interesting. The L-2 road engine would couple to its train which had been made up on the main line in front of the Channing depot and where a pusher waited to help start the heavy train. The road engine would whistle off and begin to take out the slack while the pusher engine would push in as much as they were able. It then became a game of finesse. As the road engine reached its capacity to stretch out the slack, the pusher had to at the precise moment, surge forward to keep the cars moving. Sometimes, it required 5 or 6 attempts for engineers to get their act together. After the train moved on to the E&LS track, the pusher cut off, the wooden caboose was dropped on, air was tested, and the train was on its way.

Enroute along the E&LS the hog backs presented many problems with the slack. Some had easy, lengthy grades, while others were short and steep. All required deft throttle handling which called for working steam lightly, at other times very hard, and a pinch of "air" was necessary at times.

When the ore-hauling season opened in spring, there was a need for men to make up the required crews. Men on the engineers' list who normally had only enough seniority to work as firemen on the Superior division would report at Channing as engineers full of enthusiasm and ready to meet any challenge. This positive attitude was not always sufficient. Called for a trip over the E&LS, a veteran conductor found his engineer was one of the bright youngsters. Viewing the young many with a bit of apprehension, the conductor decided to attempt to avoid potential grief by riding the engine and, perhaps, counseling the engineer. Things went well until they reached a point where the 2-8-2 had to be worked very hard to prevent stalling. He called the engineer's attention and was told "I'm aware of it, this is my fifth trip". A second warning also went unheeded, and they soon stalled, which meant two doubles to the next siding eight miles away. The engineer was greatly puzzled as he had not yet reached his landmark: a pile of ties which a day earlier had been removed and tamped into the track.

If 60 loads were handled to the dock, 60 empties were hauled on the return trip across the E&LS, a trip which was usually less eventful, except for one member of the crew: the fireman. Up-grade for practically every foot of the 63 miles, the fireman could scarcely rest his shovel long enough to wipe his brow. Deals were frequently made between the head-end brakeman and the fireman whereby the brakeman would ride in the caboose on the eastbound trip, with the fireman also assuming his duties such as turning switches. On the westbound, ascending trip, the brakeman would spell off the fireman so that, between them, they provided the full head of steam necessary.

Tonnage was computed as 100 tons per car, thus 60 cars totaled 6,000 tons. Train movements on the E&LS were handled by their own dispatchers.

In addition to the Iron River branch as a source, some ore came from Quinessec Mine near Iron Mountain, and at an earlier date, some came from the Chapin mine, also at Iron Mountain. This was a high grade ore exceeding the iron content of other mines. The mine was located within the city (of Iron Mountain) and when the ore was exhausted and the mine closed, the lagging rotted and the surface began to settle. The Milwaukee Road main track ran across the site, and much expense was caused by the continuous efforts to keep the track in operating condition. Slow orders of 5 mph over it were in effect for many years. The tonnage from Iron Mountain to Channing was 1,800 tons (18 loaded ore cars). The haul was short: 25 miles, and several trips were often made each day, based upon the tonnage to be moved.

Before moving to a later phase of my career, I would just like to mention that on the Superior division at the dispatchers' office in Green Bay we would sometimes issue as many as 150 train orders in a 24-hour day, and of course at the time, this was done entirely by Morse code on the telegraph.

From the 1985 Milwaukee Railroader. Provided by historian Greg Bunce. [GB]