|
|
|
|
|
|
|
Once part of The Milwaukee Electric Railway & Light Co. (TMER&L) interurban line connecting
East Troy to Milwaukee, the seven-mile segment from East Troy to Mukwonago is the last remnant of
Wisconsin's network of interurban lines.
The line is one of only two electric freight lines left in the U.S. Freight is now limited and it mostly
carries riders of the East Troy Electric Railway Museum.
It has been continuously electrically operated since 1907.
|
|
|
|
Historical Highlights
June 1903 - Line opens from Milwaukee to Hales Corners. Constructed by Milwaukee Light, Heat & Traction
(MLH&T) a subsidiary of The Milwaukee Electric Railway & Light Co. (TMER&L).
June 21, 1904 - Operation extended to St. Martin's. This will become the junction for the East Troy and
Burlington branches.
Sept. 1, 1904 - Cars now operating from Milwaukee to Muskego Centre.
1906 - Service extended to Big Bend.
July 3, 1907 - Line officially opens Milwaukee to Mukwonago.
October 23, 1907 - Service now provided as far as Lake Beulah.
Dec. 13, 1907- Line officially opens Milwaukee to East Troy. John I. Beggs, President of TMER&L arrives on
first car, and attends celebration in town.
April 1, 1910 - New East Troy substation building finished and equipment turned on. Rotory converters supply
power to the line at 1200v DC. Building design influenced by Egyptian tombs.
Dec. 1, 1915 - Freight and express service begins.
1919 - United Milk Products build condenser plant next to East Troy Lumber. Equity Feed & Fuel build new
facility along track.
April 23, 1923 - New Mukwonago freight and passenger station opens.
June 24, 1924 - East Troy station remodeled. Agents living quarters moved upstairs, waiting room enlarged.
November 1925 - Standard Oil constructs three large storage tanks west of Division Street.
1927 - New substations built along line, power changed from 1200v DC to 600v DC. Trainshed built adjacent to
East Troy station to provide shelter for interurban and bus passengers.
Oct. 31, 1938 - TMER&L becomes Wisconsin Electric Power Co. (WEPCO). A subsidiary, The Milwaukee
Electric Railway & Transit Co. (TMER&T) is formed to take over transit operations.
Aug. 5, 1939 - After being modified at Cold Spring Shops, M-15 leaves express terminal for East Troy.
Aug. 12, 1939 - Passenger operations abandoned between Hales Corners and East Troy.
Portion of line from East Troy to Mukwonago purchased by Village of East Troy for $10,000 to maintain freight
connection for local industries to SOO Line. Line is operated by TMER&T under contract using former
TMER&T freight motor M-15 and Differential Dump car D-13. 10-year agreement officially begins Jan. 1, 1940.
Sept. 5, 1939 - End of freight service east of Mukwonago.
Jan. 1, 1950 - TMER&T turns over operation to Village. Village hires own crew.
1954- Following derailment of M-15 and box cars, SOO Line crews replace many ties in "Cemetery Curve".
1966 - Jerry Fischer citing railroad losing money and being supported by taxpayers, proposes to purchase and
operate railroad for $12,000. When Village Board turns him down, he forces a referendum, but the voters also
reject his plan.
1969 - Trent Tube builds new plant and Village builds new connecting spur. Rather than electrify the spur, they
purchase a 44-ton diesel.
1970 - Pending operation on the line, The Wisconsin Electric Railway Historical Society, Inc. (TWERHS) moves
its equipment to East Troy.
1972 - TWERHS enters into contract with Village allowing operation of its "East Troy Trolley Museum" trains.
Museum opens Memorial Day weekend. TWERHS members begin replacement of ties bringing line up to FRA
standards, and take over maintenance of rotory converter and overhead wire system.
1970's- CETA program replaces hundreds of ties with ties and tie-plates supplied by TWERHS.
1975 - Entire line designated a Wisconsin Landmark. Marker commemorates TMER&L history.
1979-1980 - $700,000 major rebuilding of line includes replacement of ties, rail joints and ballasting. Bridges at
Phantom Woods Rd. and Beach Rd. are replaced, bridge at Stewart School Rd. is removed.
1980 - Village purchases an used 80-ton diesel, and sells 44-ton diesel.
1983 - Village adds more trackage in industrial park.
1984 - Village cancels contract with TWERHS which forces museum to close.
1985 - Operation of railroad turned over to Paul Averdung. He opens his "East Troy Electric Railroad Museum",
using his own equipment.
1986 - TWERHS sells all its equipment to other museums.
?? - Diesel sold, line returns to all-electric freight operation using former TMER&T loco L-9.
Jan. 1995 - Friends of East Troy Railroad (East Troy Electric Railway Museum) purchase line from Village.
1995-1996 - Line rebuilt again. Original parallel rail joints are staggered for smoother operation.
2000 - "Friends" purchase final lot of museum equipment from Averdung.
Dec. 13, 2007 - Line is now 100 years old. It has been continuously operated electrically.
|
|
|
|
 |
|
 |
|
|
|
When the line opened, it was served by cars with the unique double front windows. They were later
rebuilt by TMER&L shops into the more conventional style as seen at right. The waiting shelter was
typical of those used at rural stops on TMER&L lines.
|
|
|
|
 |
|
|
|
In 1927 this shed was built to provide shelter for passengers of
the interurban and connecting motor buses. The house on the
right had been converted to a passenger and freight station.
When passenger service ended, it was converted back into a
private residence. The shed remained for several years after
service ended.
|
|
|
|
|
|
 |
|
|
|
|
M15 pushes a few refrigerator cars back through the trainshed.
When sold to the Village, TMER&L added small plows and a
roof platform for overhead wire work. M15 was the main
work-horse for Village operations, until purchase of small
diesel in 1969.
|
|
|
|
|
|
 |
|
|
|
|
|
|
Differential Dump Car D13 switches a few cars at the SOO
Line interchange. Usually used only to plow snow, it handled
the switching chores while the trucks of M15 were being
repaired.
|
|
|
|
|
|
 |
|
|
|
|
The unusual style of the East Troy substation
was influenced by Egyptian tombs.
It was once an automatic substation. When an
approaching car drew enough power, relays
kicked in and started up the rotory converters
used to provide more power to the trains.
One rotory converter remains for display.
It now serves as museum station and gift shop.
|
|
|
|
|
|
|
 |
|
This was the condition of the track in the
early 1970's. Note the line was built
without tie plates, and the rails have
actually sunk through the ties (most dating
back to 1907), and are supported only by
the edges of the ties and dirt.
Many ties were rough cut, with only the
top and bottom being flat. Also of interest,
the line was built with parallel rail joints
instead of the more common staggered
joints.
Replacement of ties and addition of tie
plates by TWERHS and subsequent
re-buildings (including staggering the rail
joints) have brought the line up to modern
day standards.
|
|
 |
|
|
|
|
|
|
 |
|
 |
|
|
|
Former North Shore Line interurbans were the main passenger equipment of TWERHS (East Troy
Trolley Museum) from 1972 to 1984. Usually operated as single cars, they could be combined into 2, 3
or 4 car trains for special occasions.
|
|
|
|
 |
|
|
|
TMER&L linecar D23 was originally built in 1907, and is
right at home on the East Troy line. With a steel frame and
wood body, it is still fully functional as the linecar for the East
Troy Electric Railroad.
|
|
|
|
|
|
 |
|
|
|
|
Former CTA 4000's are among the various cars now operated
on the line by the East Troy Electric Railroad.
Other museum equipment includes TMER&L locos, South
Shore interurbans, Milwaukee and Duluth streetcars, CTA
Rapid Transit, PCC cars, etc.
|
|
|
|
|
|
|
 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
