Don L. Leistikow (1928-2015)
Noted Wisconsin railfan Don L. Leistikow, a co-founder of both the Wisconsin Electric Railway Historical Society and East Troy Trolley Museum, passed away on November 4th at age 87. He was also one of the last living links to Milwaukee’s Speedrail interurban, having worked on that ill-fated line as a motorman.
You can read his obituary here.
Perhaps the best way of remembering Don Leistikow is in his own words. Here is a sampling of his writing, taken from public forums and private correspondence with this author:
About growing up:
I grew up in Wauwatosa, a close suburb of Milwaukee.
68th and Bluemound Road, is midway between the Route 10 and its split destinations in Wauwatosa and West Allis. My Father lost his automobile and never bought another one. Therefore, as a Great Depression child, I grew up riding streetcars. Local Transit was just too good.
My favorite cars were the big 50 foot, Deck Roofed 500’s, weighing in at 59000 lbs. They were assigned to Routes 10, 14 and 15. Base service on Route 10 were cars 530-549, with some variation from time to time, however, supplementing them, were cars 500-510 and 586-599, as rush-hour Trippers.
We knew of the Rapid Transit westside lines but, were unaware of their Local Service until relatives told us of it. So, we began to ride the Rapid Transit with a running time 68th to Downtown in only eleven minutes, compared with the surface lines schedule of some 25 minutes.
Transportation in those days was largely inbound in the morning and outbound in the late afternoon. I once rode downtown on an errand for my Mother and came back on an empty 1100 class car. With only 7 blocks of street running before achieving the private right of way, I disembarked at 68th street, in seven minutes, flat. Those big 1100’s would top out at some 75 mph and did have Field Tappers to achieve that speed.
My stories about the Rapid Transit Lines, and its history, are without end. It was the third fastest scheduled interurban line in the US. Wish it was still around, today!
About being a Speedrail motorman:
My interests are in rolling stock which ran in Milwaukee. I spotted an EASTON LIMITED pix in your email. As you may be aware, two of them (1100 and 1102) came to Milwaukee’s last interurban operation, SPEEDRAIL.
The 1102 was refurbished in the backshop of the Terminal and was repainted at the then TMER&T Cold Spring Shops.
Actually, I did hire out as a motorman during SPEEDRAIL’s operation. As Badge 9 (missing from my home) I was the last Operator to be trained on the old 1100 heavyweights of TMER&L Rapid Transit Lines. I did put in some time on the D 21 Line Car and the then Carload Freight motor, 1142.
Am always looking for more pix, sometimes finding me, in the photo.
About the Speedrail collision:
Briefly, Trackage Rights were held by schedules. Any crew retained those rights for up to, five minutes later than the scheduled time. Being later than that, required the crew to ‘phone-in’, on Company private phone lines. strung along the tracks. All other (Extra) trains, were required to obtain ‘Train Orders’ from the Dispatcher, located in the PSB Terminal in Milwaukee.
Early on, the then popular Nachod Signal Company of Louisville, set up their White and Red illuminated signals, to provide additional protection on single track lines. These were not Block Signals but were Permissive or Stop signal aspects.
This system was in place between passing sidings, which were ‘Home Free’ spaces. Company phones were installed at each and every siding. For the record, these Nachod Signals could hold 12 counts meaning that following cars could enter a WHITE permissive signal block by counting in, and then as each car was counted out at the next Siding, no cars waiting in said siding, could enter in the opposiite direction, until all opposing counts were satisfied.
When no cars were in the single track block, the Nachod Signals were DARK, at both ends.
Such was the setting, on the day of the most horrible accident. Neither train saw the other as they met on a reverse and elevated curve, centered on National Avenue, former STH 15.
As that date was my day off, 9/2/50, I hurried out there to observe the situation. From the Greenfield Avenue bridge over the mainline double tracks, I could see the first Nachod Signal, just past the West Junction landing, where the single track HC line began. It was WHITE.
That meant that the companion opposing signal at Oklahoma Siding was RED.
After the accident was cleaned up, various persons of knowledge were on hand to test the Nachod Signals. They were found to be in perfect working order.
Not generally known, is that when a car enters a RED Nachod Block, a count must be entered. Physically, the RED aspect will drop out, a WHITE aspect will appear as the count was recorded. Then the WHITE aspect will drop out and the former RED aspect will return.
Testimony in court substantiated a WHITE aspect was observed. True, but that WHITE did not stay lit. It dropped out.
Speedrail did have insurance, expensive as it was.
About how interurbans reached Kenosha:
The original Kenosha Electric Street Railway was Chartered in 1892. Although some rail had been laid, the company failed in 1897 and the existing rails were torn up. In 1900, Bion J. Arnold, an electrical engineer, obtained a franchise in the name of the Kenosha Street Railway for a new line, and construction began.
On June 19th, 1901, the Chicago, Kenosha & Milwaukee Electric Railway Company (a subsidiary of C&ME) and B. J. Arnold, President of the Kenosha Street Railway, signed an agreement making KSR a subsidiary of CK&MERy.
In November 1905, the C&ME (North Shore) purchased the Kenosha Electric Railway from Bion J. Arnold, thus securing the Kenosha operation to the parent company. TMER&L then acquired the Kenosha property from the C&ME in 1912, thus securing it as a TMER&L entity and anchoring Kenosha to their system.
This short history is no less complicated. The original MR&K was chartered on January 15th of 1896. Articles of Incorporation were filed on August 8th of 1896 in Racine County. On March 1st of 1899, North American, the holding company which included TMER&L, purchased the line and assigned it to the Milwaukee Light, Heat & Traction Company. This was the entity that was to build the far reaching Interurban lines emanating from Milwaukee. Sometime later, this regional property came under the purview of Wisconsin Gas & Electric Company.
As for TMER&L Company, about 1938, they split the operations into Wisconsin Electric Power Company (electric power generation and distribution) and The Milwaukee Electric Railway & Transport Company (TMER&T), a wholly owned subsidiary which, although available for sale, had no buyers.
Said arrangement continued through WW 2 and TMER&T became available again thereafter, finally being sold off to an industrialist operating city transit services in Indianapolis and Louisville. Said property then became the Milwaukee & Suburban Transport Company (M&ST).
Somewhere along the line of mergers, the Milwaukee Gas Light Company was acquired by WEPCO.
Today, WEPCO is known as WeEnergies.
About highways and transit:
The attitude up here in Wisconsin about funding for Transit appears to be, “We’ll study it” whereas, funding for Highways appears to be, “How much do you want”?
The ironic part of funding for Highways and Freeways is that there is no way to account for Origin & Destination of all of that traffic. Several times, I have related that Highways/Freeways induce population sprawl. In areas where Rail Transit Systems exist, the findings are that the public is attracted to Central Business Districts which in turn, bring development and monetary flow remaining in the immediate area.
Furthermore, studies of ground traffic have found that the highest cost of surface transportation is; a lone driver, in his automobile, on a Freeway.
Conversely, the cost of transportation by area Rail Transit comes in at 70% of the above and has a life expectancy of some 50 years before replacement.
Wisconsin remains dedicated to the Automobile and Truck vehicles and its fuel supply, as Gasoline and Diesel fuel costs remain uncontrollable. Meanwhile, across America, Rail Transit programs continue to surface as the return on investment is staking their economy.
There is an old saying which I quote:
“If all possible objections must first be overcome, nothing will ever be accomplished”.
Cities all across our Country, are moving toward Electric Rail Transit. When will Milwaukee and Wisconsin, join the march of transit progress?
Don’s account of how some North Shore Line cars were saved after the line’s abandonment in 1963:
CNS&M 757 and 763 were purchased off the scrap line at Rondout, Illinois by my longtime friend, Richard Kratsch.
He telephoned me, confirming his activity then stated; “What are we going to do with them”? To which I replied; “What’s this we stuff”?
After some verbal exchanges, I agreed to help and made contact with Wisconsin Electric Power HQ (ex TMER&L) and found assistance for storage at the Cold Spring Shops.
Inclusion in this activity came from Richard Heinbaugh, of the Mid-Continent Railway Museum at North Freedom, Wisconsin. They (he) had purchased CNS&M 715 and were also interested in accompanying the movement of their car to Milwaukee and beyond.
Arrangements were quickly put together to move the now three cars into Milwaukee then sending the 715 onward to North Freedom. All of this transportation would be ‘on own wheels’.
Of course, no movement of them could be entertained without an inspection by the MILW Railroad, getting their acceptance and notifying the C&NW for their clearance beyond to North Freedom.
Next, I heard from the MILW Car Department that the couplers were too low and that the wide swing of them would have to be restricted for ‘over the road’ transport. A followup conversation with their Car Inspector was to inform me that large blocks of Iron would be bolted to the circle irons and that two idler cars (which turned out to be two elderly Stock Cars, diverted from their scrap line) would be necessary to accommodate the low height of the North Shore cars.
However, an end of each car had to be dropped by four inches to meet the NSL drawbars. This was accomplished by cutting down the truck springs on one end of each Stock Car thus accommodating rules of movement.
All was not in order though, as the Terminal Superintendent in Milwaukee had not been notified of this Hospital Movement and stopped the cut of cars south of the Terminal District. Acceptance was accomplished and the movement continued into Milwaukee’s Davies Yard (the Running Repair Yard) in the Terminal close by the Falk Company in the Valley.
More special movements were made without breaking the five car string. The block of cars was sent to the lower Cold Spring Yard, intact. A cut was made to deliver the 757 and 763 which were then shoved into the entrance hold track. Then the 715 and its companion idler car were reconnected and the now 3 car cut was returned to Davies Yard.
At this point, the MILW confirmed arrangements to deliver the 715 and idler cars to the C&NW via the Menomonee Belt to Mitchell Yard. The balance of the movement to North Freedom was underway. The two idler cars were donated to Mid-Continent by the MILW.
All three cars have been preserved. Here are their histories, from the Branford Electric Railway Association web site:
Chicago North Shore & Milwaukee #715 1926-1963 / 1st preserved by Mid-Continent Railroad Museum 1963-1967 / later preserved by The Wisconsin Electric Railway Historical Society 1967-1988 / Fox River Trolley Museum (South Elgin, Illinois) 1988-present
Chicago North Shore & Milwaukee #757 1930-1963 / 1st preserved by The Wisconsin Electric Railway Historical Society ?-1988 / Illinois Railway Museum (Union, Illinois) 1988-present
Chicago North Shore & Milwaukee #763 1930-1963 / 1st preserved by The Wisconsin Electric Railway Historical Society ?-1988 / Illinois Railway Museum (Union, Illinois) 1988-present
About the North Shore Line abandonment:
As a life-long resident of the greater Milwaukee area, I too wish that somehow, the NSL could have remained in service.
However, passenger traffic was waning. The usual four car trains, in and out of the Milwaukee Terminal, were shrinking dramatically. Off rush-hour trains were shrinking as I was witnessing single car departures, southbound. Passenger counts would attest to that as factual information, if available anywhere by anyone.
Generally, they found it necessary to cut or fill cars at Edison Court, a testimonial that ridership remained strong south of the Wisconsin-Illinois State Line. Why then, was service not retained by simply abandoning the Milwaukee Division?
Another thought; nothing was said about the Carload Freight operation. How much revenue was that service bringing in? As my career was in Industrial Traffic Management, I did route some carload freight onto the North Shore Line via Racine Junction to Waukegan and connections around Chicago, just to buy time to accommodate customer’s delivery specification while balancing production. In example, CMStP&P (Racine) CNS&M (Waukegan) EJ&E – CSS&SB – PRR to destination.
IMHO, I believe that by cutting off the Milwaukee Division, the NSL could have remained profitable, for some additional years though. Passenger counts and revenue receipts, from Edison Court and Mundelein into Chicago, would be an interesting study, even at this late date.
The North Shore Line was literally starving in Wisconsin.
Four car+ trains continued to operate after WW 2 but, as Freeways grew, North Shore revenues declined. However, revenues derived from WW 2, provided a cushion for their post war operations. As time passed, non-rush hour trains were finally operated with but one car hourly to and from Milwaukee.
Enter the Susquahanna Corp., a financial investment group, which bought into the CNS&M line. Eventually controlling the finances, those funds went into S Corp’s coffers and were used for their investment purposes, as I recall. That left day-to-day operations over budget.
Actually, had the CNS&M cut off the Wisconsin segment and continued operations from Edison Court and Mundelein, it could well have remained in business during the foreseeable future.
The final blow was it’s quick demise. As I recall, the CNS&M car 722 was undergoing a General Overhaul at that time in their Highwood Shops. That’s not something that you do, while expecting abandonment.
About the East Troy Electric Railroad:
Some confusion about the East Troy Electric Railroad. It connects with the Canadian National (former Soo Line) at Mukwonago. This is the last remaining segment of the once great TMER&L Rapid Transit Lines that hosted some 250+ miles of track on five lines. Destinations were Sheboygan, Watertown, East Troy, Burlington and Kenosha.
Because of online industries in East Troy which shipped or received Carload Freight, it was operated by ‘TM’ after the passenger service ended in 1939. Box Motor M 15, was refitted with snow plows permanently affixed on each end, plus a wooden platform centered on the roof, to service maintenance of the overhead wire.
A detailed history of the remaining Carload services and the Industries, can be found in the CERA Bulletin 112, titled “TM“.
If it is true that the Canadian National has removed the interchange switch in Mukwonago, that would be a mistake as, the East Troy Industrial Park (on a branch line) hosts several Buildings that would be quite useful as, Industries would find the Labor Market more reasonable for Carloading, Containerization and/or over the highway Trucking.
Although the East Troy Electric Railroad now owns the property, it must have inherited some form of Interstate and Wisconsin State Commerce authority, to move Freight Shipments on its tracks.
I never met Don in person, but oddly enough, I actually took a picture of him once without even realizing it, fittingly when he was buying a ticket at the East Troy Electric Railroad in 2013. You can see that picture here. He later saw it online and recognized himself.
He will be missed by all who care about the future of railroads and public transit.
PS- You can read another of Don’s stories about the classic days of steam railroading here.