Before the War, The Milwaukee Road's
Hiawathas were good for sustained running at speeds in excess of 100 mph (
161 km/h on the Frenchman's illustration.)
After the War, the diesels generally led the Hiawathas, with the steamers relegated to secondary trains. Yes, The Milwaukee Road was evaluating additional models of diesels, and online locomotive builder Fairbanks-Morse often used The Milwaukee Road for speed testing. One such test used the passenger version of the C-Liner cab unit, with five axles the better to carry the load of the steam generator aft.

Trains editor David P. Morgan obtained a cab permit in order to evaluate the performance of these motors on the afternoon 80 Minute Train protecting the 4 pm departure from Milwaukee. The diesel, however, was not available for that show (perhaps
Trains are showing it leaving earlier that day on 28) and when steamer 105 showed up, the railroad's crews asked if Mr Morgan was still interested in riding along.
Yes.
Instead of a Hiawatha behind the 12-wheel fluted tank of your Alco Hudson, there is just nameless No. 46 — an 80-minute 4 p.m. express to Chicago with through cars from Madison. Ahead of you there is no longer the exciting uncertainty of speeds in excess of 120; the enforced limit on the Hi’s now is 100 (and 90 miles per hour for all other first-class trains).
It's been a few years since Cold Spring Shops has offered a
Performance and Practice on Amtrak's
Hiawathas: these days take your
pick of a 3 pm or a
5.45 pm departure for Chicago. In 1950, 46 was a non-stopper, while todays trains call at the Milwaukee airport, Sturtevant, and Glenview.
Brake shoes release their grip on the tall-drivered 4-6-4, her air horn bellows twice to bring down the crossing gates on the curve at 2nd and Clybourn streets, and [engineer] Val [Ureda] notches back on the throttle. The time is 4:07 p.m., the consist is one old baggage car, five streamlined coaches, and parlor car P-460 from the state capital.
No. 105 stalks under the yellow board atop the signal bridge with her invisible stack making big talk on the grade out of downtown Milwaukee. On the Menonomee River bridge, 84-inch drivers rebel against the force of too much high-pressure steam and slip wildly until Val eases off. Now the speedometer needle has left 20 and is swinging upward to 30 … 35 … 38. A Chicago-bound freight out of Muskego Yard shoulders close by, waiting at the switch behind S-2 4-8-4 No. 214 until No. 46 clears. The Alco 4-6-4 bangs over North Western rails and is hitting 45 within sight of C&NW’s Chase Street Yard and engine terminal.
Freight trains following the passenger trains out of what remains of Muskego Yard are still a thing; that lakefront to the freight belt connecting track of C&NW is now a bike trail. The through cars from Madison, including the parlor car, were gone long before Interstate 94 replaced State Highway 30 for the motorists. Making up time is not going to be easy on this trip.
Abruptly Ureda shoves in his throttle and begins working air. A red Mars light is flashing in the distance on the nose of a 5400-horsepower diesel freighter standing on the westbound main, and its fireman is on the ground with a fusee. No. 46 halts while the crew learns that the freight has broken in two and may have a derailed car fouling the eastbound track. Val acknowledges the warning and kicks off his brakes.
The 4-6-4 is angry at this sudden stop on the grade, and has to be coaxed into acceleration. Val knows he is unavoidably 10 minutes or more off the timecard, however, so he can’t spare the rod and spoil the passengers. With her thin smoke trail dusting the gravestones of St. Adalbert’s Cemetery, No. 105 goes under the Wisconsin Electric Power Company’s belt line bridge at Powertown Junction at 45 miles an hour and is topping a mile a minute through Lake, where the summit of the grade is reached.
[Fireman Wallace] Edwards ducks away from his streamstyled cab window as the westbound Olympian Hiawatha rams past in a guttural roar of diesels and a slipstream of coaches and sleepers for the coast. Meantime the cab tied onto the tail of this bounding 4-6-4 has assumed a machine-gun vibration: no punishing jolts or jars at this 60- to 75-mile-an-hour gait, but a rapid clatter made up more of noise than of movement. It is also infinitely more worthwhile than resting behind the windshield of a diesel, you think.
The magic needle is comfortably over the hump at 85 as you approach Sturtevant, junction for a branch to Racine and the “Southwest” main line to Kansas City. Once more Val must choke off speed because No. 23 is making a station stop on the westbound track; otherwise there would be the danger of an indiscreet patron walking across the main at the rear of 23’s last car, right into the blur and suction of the Hudson’s drivers. The speedometer falls back to a crawling 20 miles an hour.
The overpass and interchange with The Milwaukee Electric at Powerton were long gone by the time I started using that site for train photography. The current airport station is immediately north of the top of the climb at what remains of Lake; departing trains still have their work cut out getting away from there. The
3 pm Amtrak departure meets the westbound
Empire Builder and the
3.15
Hiawatha, your northbound options being that or a
5.08 departure rather than 23 at
4.20, somewhere closer to the Cheddar Curtain. That stop for 23 at Sturtevant was gone from the timetable by the early 1960s with the Sturtevant stop restored by Amtrak after political pressure in Wisconsin, which lost C&NW intercity service out of Racine. These days,
two trains can call at Sturtevant at the same time, as there is an overhead bridge useful for photographing the Holiday Train, with wheelchair-friendly elevators for passengers going about their business.
Within less than two miles, No. 105 is running 60 miles an hour. The speed is progressively 83 at Truesdell, 88 at Russell, finally (as Val had promised) a cool 90. You wonder now how many times you have traveled the Milwaukee Road at that speed, casually reading a magazine or paper in the coaches, chatting with friends, or dining on a matchless roadbed which won’t spill a full glass of water. And you consider the vast gulf between the calm of the coaches and the life aboard No. 105. Up here men are at work keeping a Hudson hot and taking her home to Chicago at 90 on the nose.
Ironically, perhaps, the 4-6-4 threatens to overshadow her two masters in your mind: the way her tank shoves and bounces behind your seat in the cab; the seasick liquid level in the water glass; the steady green eye from the cab signal box that drops through yellow, flashes red twice and returns to the Irish shade when passing each lineside semaphore.
The train lost no additional time into Chicago.
Chicago ahead: 80 through Mayfair, 75 into Healy, then on down, down, down, to 16 miles an hour at Western Avenue while a North Western commuter train barks out behind a Pacific. No. 105 walks under the C&NW overhead crossing, curves right alongside the North Branch of the Chicago River, and strides into the dark Milwaukee Road side of Union Station. Val brings the train to a saunter, then to a stop at 5:27 p.m. No. 46 has made its 80-minute running time in the face of one stop and two unforeseen speed reductions.
That sort of sharp running past Mayfair and Pacific Junction is still the habit these days. That "North Western commuter train" went no further than Geneva. In those days there still were conventional trains calling at DeKalb and Dixon, but Elburn was a time point only.
Editor Morgan did file another report in that issue, on a test of the Fairbanks-Morse diesels on the Southwestern, which used to connect Sturtevant with Beloit, Freeport, and points west. Into 1965 there was a passenger train between Savanna and Milwaukee, primarily to move an express car or two, secondarily for shoppers in southeastern Wisconsin to get to Milwaukee's high street.
Is it too much to ask for free rein to 125 for the diesels on today's Hiawathas?