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
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 Amtrak to Seattle and Minneapolis Chicago & North Western Clyman Subdivision 46 mi 74 km Watertown Watertown Yard Rock River 46 mi 74 km Watertown (closed 1926) TMER&L (abandoned 1940) 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 Waukesha Subdivision 14 mi 23 km Brookfield 10 mi 16 km Elm Grove Chicago & North Western Milwaukee Subdivision 5 mi 8 km Wauwatosa Menomonee River Grand Avenue Jct. 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

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 #12 inbound in the morning and #23 outbound in the evening.

History

The Milwaukee Road main line was completed between Milwaukee and Watertown in 1855. By the 1940s, passengers began calling the commuter train the Cannonball, an endearing nickname the Milwaukee Road rarely acknowledged. In 1958 the railroad petitioned to discontinue service, citing the service net a loss of $37,931 (equivalent to $307,000 in 2023) the previous year and operating costs were $1.32 per mile (equivalent to $10.70 per mile in 2023). 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. Saturday service was eventually dropped.

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. 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. In its dying days the train was averaging only 50 to 60 passengers a day. The final day of service was July 31, 1972.

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.

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. On the final day the train hauled an extra coach to accommodate the additional riders who came out to say their last goodbyes. Milwaukee commuters never received modern bilevel railcars or push-pull equipment like the railroad's suburban lines radiating from Chicago Union Station.

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. 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.

Future Amtrak service to Madison is planned by extending Amtrak Hiawatha Service trains from Milwaukee, with the new route expected to reintroduce a station at Watertown. The KRM regional rail project plans to introduce rail to new communities south of Milwaukee, connecting with Chicago's Metra system at Kenosha station.

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