USA > Wisconsin > Milwaukee County > Milwaukee > History of Milwaukee, city and county, Volume I > Part 28
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296
HISTORY OF MILWAUKEE
of outer harbor development on the lake side of what is known as Jones Island. the Common Commeil, on Monday, September 25, 1911, adopted a resolution anthorizing the mayor to appoint a commission of nine members, to be known as the Harbor Commission, whose duty it should be to make a careful survey of the present and future needs of the city in the line of harbor facilities, and to investigate all proposed plans and suggestions, and report its findings to the mayor at as early a date as possible.
In pursuance of the resolution, the mayor, on Monday, October 23. 1911. appointed as members of the commission, M. A. Beek. W. P. Bishop, William George Bruce, R. G. Butler, Robert Clarke, Edward Cornillie, Capt. J. J. Me- Sweeney, Frank J. Weber, and A. L. Worden. R. G. Butler, Robert Clarke and A. L. Worden declining to serve, the mayor, on Monday, November 20. 1911, appointed Carl C. Joys, Win. Schlosser and Capt. O. N. Anderson to the vacancies.
The commission was formally organized on Wednesday, November 22, 1911, but did not begin active work until Tuesday, February 13, 1912, the ('ommon Conneil having meanwhile made financial provision for the prosecu- tion of the investigation. The first act of the commission was to eleet Herman Bleyer as secretary.
On May 27, 1912, the commission rendered a preliminary report to the Common Conneil recommending the early acquirement of Jones Island and the deepening and docking of Kinnickinnie Bay for inner harbor purposes. the onter harbor plan being rejected. It also recommended that conditions in the Menomonee and Kinnickinnie rivers be improved in accordance with the recommendations of United States engineers.
At this stage of the investigation the legality of the flarbor Commission was challenged on the ground that the appointment to its membership had not been confirmed by the Common Council, in obedience to the rules of that body. The commission thereupon ceased its activities. The secretary, how- ever, continued the work inaugurated by it up to that time.
The Harbor Commission created by aet of the Connon Council of the City of Milwaukee, August 19, 1912, was simply advisory in capacity and had no authority to carry out what it planned. Its function was to study the shipping needs of the city and make recommendations to the Common Council looking to improved harbor facilities. The definite purpose of the Harbor Commis- sion was to promote harbor development along progressive lines, with an eye to the betterment of present adverse conditions and to the probable needs of the city in the ultimate future.
The following were the members of the Committee on Harbor of the Common Couneil in 1912, when the Harbor Commission was created: Alder- man Edward A, Wittig, chairman, Frederick C. Bogk, George T. Grede, Harry Dempsey, Arthur Urbanek.
While the members of the committee were named ex-officio members of the Harbor Commission by the resolution creating the latter body. the com- mittee as a whole or in part met with the Harbor Commission on only one or two occasions.
In April, 1914, the Common Council committees were reorganized. and the
297
TIARBOR AND MARINE INTERESTS
old Harbor Committee abolished, its duties being transferred to the Commit- tee on Public Buildings and Grounds. From that time on committee connee- tion with the Harbor Commission was disregarded.
The following citizens served on the original commission up to the time of its disqualification : Messrs. William George Bruce, W. P. Bishop, M. A. Beek, J. J. MeSweeney, Edward Cornille, Carl C. Joys, O. N. Anderson, Win. Schlosser.
The Harbor Commission was reorganized in pursuance of a resolution adopted by the Common Council on Monday, August 19, 1912, authorizing the mayor to appoint nine citizens of the City of Milwaukee to act in an advisory capacity to the regular Harbor Committee of the Common Council regarding the development of shipping facilities and the best means of pro- viding for future requirements of a like nature. The terms of the first ap- pointees to the commission were fixed as follows: Three for one year, three for two years, and three for three years, the mayor being empowered to appoint three members of the commission annually thereafter. The com- missioner of public works and members of the Harbor Committee of the Common Council were constituted ex officio members of the commission. The rommission was required to report its findings to the Common Council once each year, or as often as the urgency and importance of the proposed work dictated.
The initial appointments to the commission were made by the mayor, and duly confirmed by the Common Conneil, on Monday, October 14, 1912. They were as follows: William George Bruce, Walter P. Bishop and Carl C. Joys for three years: Fred JJ. Schroeder, Fred C. Reynolds and Conrad Trimborn for two years, and Jesse B. Whitnall, William C. Starke and Capt. Henry Leisk for one year.
In order to provide the commission with a secretary, it having no author- ity to create a salaried position, the Common Council, on Monday, September 30, 1912, passed an ordinance creating the position of secretary of harbor sur- vey work within the Department of Public Works, and in conformity with the ordinance the commissioner of public works, on Tuesday, October 15, 1912, appointed Herman Bleyer, secretary of the first Harbor Commission, to the position.
The first report of the reorganized commission was rendered May 12, 1913. It urged the early acquirement of JJones Island by the city, on the ground that it afforded the only remaining opportunity for the municipality to acquire water frontage capable of comprehensive terminal development. Acting upon this recommendation the Common Council provided for a bond issue of $250,000 in the budget for 1914 for the purpose of securing the island.
The following citizens served on the reorganized Harbor Commission for various periods, from its inception up to July 1, 1920, when it was superseded by the Board of Harbor Commissioners: William George Bruce, W. P. Bishop, Carl C. Joys, Fred J. Schroeder. Fred (. Reynolds, Conrad Trimborn, Jesse B. Whitnall, William C. Starke, Henry Leisk, John C. Davis, D. W. Chipman, John S. Stover, Frank Tilley, William F. Quick, R. II. Pinkley, Harry M. Stratton, L. J. Klig, Bennett Larson, John F. Jackson.
-
MILWAUKEE RIVER-GRAIN ELEVATORS
٢٣٦ المجيد
MENOMINEE RIVER-COAL SHIPPING CENTER
299
HARBOR AND MARINE INTERESTS
Personnel of the Harbor Commission
1912
William George Bruce, chairman. W. P. Bishop.
Carl C. Joys. M. A. Beck.
Win Sehlosser
John J. McSweeney.
E. A. Cornillie. O. N. Anderson.
Frank J. Weber.
Herman Bleyer, secretary.
1913
William George Bruce, chairman.
W. P. Bishop.
John C. Davis.
Carl C. Joys.
Fred C. Reynolds.
Henry Leisk.
Jesse B. Whitnall.
William C. Starke.
Conrad Trimborn.
Herman Bleyer, secretary.
1914
William George Bruee, chairman.
W. P. Bishop.
John C. Davis.
Carl C. Joys.
Fred C. Reynolds.
Ilenry Leisk.
Jesse B. Whitnall.
William C. Starke.
Conrad Trimborn. Herman Bleyer, secretary.
1915
William George Bruee, ehairman. W. P. Bishop.
John C. Davis.
Carl C. Joys.
Fred C. Reynolds.
Henry Leisk.
Jesse B. Whitnall. William C. Starke. D. W. Chipman. Herman Bleyer, secretary.
1916
William George Bruce, chairman.
W. P. Bishop.
John C. Davis.
Carl C. Joys.
Fred C. Reynolds.
Henry Leisk.
Jesse B. Whitnall.
William C. Starke.
D. W. Chipman.
Herman Bleyer, secretary.
1917
William George Bruee, chairman.
W. P. Bishop.
Carl C. Joys.
Jolm C. Davis.
Fred C. Reynolds.
Henry Leisk.
D. W. Chipman.
John S. Stover.
Frank Tilley.
Herman Bleyer, secretary.
1918
William George Bruee, ehairman.
Carl C. Joys.
Fred C. Reynolds.
Henry Leisk.
Jolin S. Stover.
R. H. Pinkley.
Ilarry M. Stratton.
William F. Quick.
Frank Tilley.
Herman Bleyer, secretary.
1919
William George Bruce, chairman.
Ilenry Leisk.
Fred C. Reynolds.
R. H. Pinkley.
Harry M. Stratton.
L. J. Klug.
Bennett Larson.
William F. Quick.
Frank Tilley.
Herman Bleyer, secretary.
300
HISTORY OF MILWAUKEE
1920
1921-22
William George Bruce, chairman.
William George Bruce, president.
Henry Leisk.
Fred (. Reynolds.
Fred C. Reynolds.
R. 11. Pinkley.
R. 11. Pinkley.
Bennett Larson.
Harry M. Stratton.
Bennett Larson.
G. J. DeGelleke csucceeded by (. F. Ringer ).
1. . 1. King.
Herman Bleyer, secretary.
William F. Quick.
Changed from commission to Board
John F. Jackson.
of Harbor Commissioners.
Herman Bleyer, secretary.
Board of Harbor Commissioners. The Board of Harbor Commissioners was created by the Common Council on Monday, June 1, 1920. under author- ity granted by Chapter 289, Laws of Wisconsin. 1919. The membership of the Board is confined to five qualified electors of the City of Milwaukee with terms of office extending over three years. The resolution creating the board fixed July 1, 1920, as the date of the beginning of the terms of its members, and provided that the initial appointments to the board should be for one. two and three years, all successive appointments to be for three years.
Agreeable to the action of the Common Council, the mayor, on Monday. June 14, 1920, made the following appointments, which appointments were confirmed by the Common Conneil on the same day :
Term Expires
G. J. DeGelleke July 1, 1921
Ilemy Leisk July 1. 1922
R. II. Pinkley July 1, 1922
Bennett Larson July 1. 1923
William George Bruce July 1. 1923
The board formally organized on Thursday, July 15. 1920. William George Bruce was elected president for a term of one year, and R. H. Pinkley, vice president, for a similar term. Herman Bleyer was chosen szeretary.
On January 18, 1921, Fred C. Reynolds was appointed a member of the board in place of Capt. Henry Leisk. it having been determined that the latter was disqualified under the law for service on the board, being a resident of Wauwatosa. C. F. Ringer was chosen in 1921 to succeed Mr. DeGelleke.
The Board of Harbor Commissioners, under the law authorizing its crea- tion, is empowered to make plans for the improvement of all waterways of the harbor, to provide for and supervise the construction and equipment of doeks, wharves, warehouses, ete., and railway connections to the same, sub- jeet to approval by the Common Conneil, and is given jurisdiction over all publiely-owned docks and publie lands abutting on public waterways, and the doek lines of the various channels in the harbor.
The Milwaukee River Problem .-- The Milwaukee Harbor Commission en- tortains the belief that some day the city will have to determine upon the final disposition of the Milwaukee River. Will this part of Milwaukee's inner harbor become obsolete, or will it be wise, even with a declining commerce. to maintain the navigation efficiency of the channel? The commission pro-
301
HARBOR AND MARINE INTERESTS
poses to solve the problem before it assumes acute form and before the econ- omies of the situation foree the solution. On the one hand the navigation service of the river must be dealt with, and on the other the cost of dredging. the building of draw or baseule bridges, and their maintenance and operation. llenee the question, does the commercial utility of the river warrant the con- tinned expense of maintaining the same as a navigable stream ?
A study was made by a local engineer's society several years ago which answered this question in the negative. Landscape artists have devised elab- orate plans for converting the river surface into a great boulevard, or to narrow the stream into a canal and to boulevard both banks. The municipal- ity is harassed over the problem of introducing stationary bridges and thus obviating the great cost of building baseule bridges and operating them.
The United States Government is in absolute control of all the navigable waters within its domain and jealonsly guards every inch of water surface and combats all eneroachments upon the same. The Milwaukee River is a navigable stream of no mean importance. The ammal tonnage carried north of Grand Avenue exceeds 700,000 tons. This is a large tonnage when con- sidered in the light of the fact that the United States has spent millions of dollars in river and harbor improvements followed by a smaller tonnage or by absolute failure.
The tonnage which goes up the Milwaukee River north of Grand Avenue consists in the main of coarse bulk such as coal. sand and stone. Whether this tonnage will diminish, as time goes on, remains to be seen. With the concentration of the port activities nearer the harbor entrance, namely, on and about JJones Island, the Kinniekinnie Basin and the Menomonee River, one thing becomes clear, namely, that the Milwaukee River has seen its best days as a navigable stream and that its service will lessen rather than in- crease in the future.
If, on the one hand, the municipality finds that the cost of river main- tenance is too high compared with the commercial utility that is secured and on the other hand Uncle Sam will not surrender the river. then one practical solution which will meet both exigencies may be open.
The introdnetion of a type of lighters or barges that may navigate up and down the river withont compelling the opening and closing of bridges is in order. Snch barges, if successfully devised would, it is believed, obviate the maintenance of draw and basenle bridges and at the same time permit the introduction of the stationary type of bridges at a greatly reduced vost of construction.
North of Grand Avenue there are now six bridges -- Oneida, State, Chest- unt, Cherry, Walnut and Holton. Five of these would have to be raised from an average of eight feet of vertical clearance over water levels to at last twelve feet if they are to be rendered stationary. The Harbor Commission inaugurated a careful study of the whole subject with a view of reaching a solution of the navigation problem as applied to the Milwaukee River north of Grand Avenue,
Railroads Own Steamboat Wharfage .- Practically all of the wharlage in Milwaukee Harbor suitable for warehouse and transhipping purposes is owned
302
HISTORY OF MILWAUKEE
by railway companies. The exceptions are the doeks of the Goodrich Transit Company, those of the Chicago, Raeine & Milwaukee Line, and some ware- houses belonging to the E. HI. Abbot estate on the north side of Milwaukee River, near the harbor entrance. In the ease of the two steamboat lines just named, however, the wharves are devoid of railway connection. The Good- rich warehouses are on ground leased from private parties, and the Chicago, Raeine & Milwaukee Line occupies modern fire-proof warehouses on the Mil- waukee River east and west of Broadway Bridge. The Abbot warehouses are managed by an agent for the estate and are not under lease to any rail- road or steamship line. Freight intended for reshipment or local delivery is discharged at these warehouses by steamers of various lines, subject to a charge for storage. The warehouses have connection with the Chicago & Northwestern line only.
The Chieago, Milwaukee & St. Paul Railway Company is the largest single owner of Milwaukee doek property. Virtually all of the desirable frontage in the Menomonee Valley suitable for the warehouse transhipping trade, or 27 per cent of the entire river frontage in that zone of the harbor. is owned by this road. Its holdings on the Menomonee River and Kneeland Canal represents 32.2 per cent of the dock facilities on these channels. On the South Menomonee and Burnham canals the same company's holdings amount to 22.1 per cent of the entire frontage. Some of the railway's river property in the Menomonee Valley is under lease to parties engaged in the coal and salt trade, and to others requiring yard room for handling coarse freight, such as Iumber, wood, ties, ete.
One grain elevator, with a capacity of 1,650,000 bushels, situated on the South Menomonee Canal, is also owned by the Chicago, Milwaukee & St. Paul Railway Company. In faet, no other railroad has access to this immense manufacturing and grain and coal receiving district.
The Chicago, Milwaukee & St. Paul Railway Company owns the only piece of warehouse frontage in the upper shipping zone of the Milwaukee River. This property was used by lower lake steamboat lines in the early history of the eity. It is now under lease to the Pabst Brewing Company which devoted two large warehouses to its bottled beer shipping industry, which made use of railway transportation exclusively and there was no provision for handling freight on the river side of the warehouses. The same road owns the best warehouse property in the harbor zone of the Milwaukee River-on the west front of the river, north and south of the entrance to the Menomonee.
The Chicago & Northwestern Railway Company owns two elevators and a warehouse in the lower harbor zone. One elevator with a capacity of 1,500,- 000 bushels is situated on the Milwaukee River just east of Broadway Bridge. The other elevator faces Kinnickinnie Bay, opposite Jones Island, and has a capacity of 1,350,000 bushels.
The F. & P. M. Railway Company owns 180 feet of warehouse property in the mercantile section of the Milwaukee River. It lies just north of Buffalo Street bridge, on the west bank of the river, and is the landing place of the Pere Marquette Line steamers. The Milwaukee Electric Light & Railway Company is the owner of 800 feet of doek property on the Milwaukee River.
·
303
HIARBOR AND MARINE INTERESTS
It represents the sites of power houses on the west bank of the river, north of Chestnut Street bridge, and some vacant frontage on the east bank of the river between Martin and Oneida streets.
The railway ownership of property on the Milwaukee River, between Raeine Street and the harbor entrance, is divided as follows: Chicago, Mil- waukee & St. Paul, 6.12 per cent; Chicago & Northwestern, 5.04 per cent; F. & P. M. Railway, 0.64 per cent ; Milwaukee Electrie Light & Railway Com- pany, 2.88 per cent. Total, 14.68 per cent.
The Chieago & Northwestern Railway Company owns considerable water frontage in the Kinniekinnic zone of the harbor, but none of it is, as yet, available for shipping purposes. The F. & P. M. line owns 425 feet just west of the Chicago & Northwestern Railway bridge, on the north bank of the Kinniekinnie River, which it uses as a carferry terminal.
The Milwaukee Electric Light & Railway Company owns 300 feet adjoin- ing the F. & P. M. property, which is used for storing eoal and transferring the same from rail to barge. The holdings of the Chicago & Northwestern Company represent 11 per cent of the entire developed and undeveloped water frontage on the west shore of Kinniekinie Bay and in the Kinnickinnie River. The Illinois Steel Company has an ore dock and trestle 1,400 feet in length reaching from the point of the old harbor entrance south along the inner front of the neck of land leading to Jones Island proper. This com- pany claims the greater portion of Jones Island and the submerged land known as Kinniekinnie Bay.
The Milwaukee Gas Light Company owns 2,270 feet of valuable doek prop- erty, the greater portion of which lies on the Menomonee River. The Menomo- nee River frontage is leased in part to the Y. & O. Coal Company. The Milwaukee River frontage of this company is situated just west of the Chicago & Northwestern Railway bridge, near the harbor. It is used as a drying yard for material used in filtering gas and also as a site for gas purifying tanks.
Amount Expended for Bridge Repairs and Maintenance .- The following table shows the amount expended by the City of Milwaukee during the years named, for bridge repairs and maintenance :
1853
8,878.15
1868
45,991.46
1854
13,053.70
1869
50,625.58
1855
9,243.66
1870
92,494.72
1856
26,217.04
1871
79,059.54
1857
40,270.87
1872
77,404.63
1858
7,744.09
1873
83,543.30
1859
1874
29,641.86
1860
7,436.75
1875
43,698.91
1861
9,860.34
1876
12,265.54
1862
9,539.83
1877
33,995.52
1863
15,960.06
1878
50,616.85
1864
13,118.55
1879
39,143.41
1865
8,998.73
1880
51,909.47
1866
71,396.25
1881
57,922.52
1867
53,542.67
1882
138,829.90
ORADE
JOHN A.DIX
THE OLD JOHN A. DIX SIDEWHEEL STEAMER
.
一
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٠٠٠٠
...
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VIEW OF THE OLD GOODRICH DOCK ON THE MILWAUKEE RIVER. BETWEEN SYCAMORE AND CLYBOURN STREETS
305
HARBOR AND MARINE INTERESTS
82,258.08
1903
215,546.26
1884
156,307.31
1904
341,685,80
1885
57,065.74
1905
124,934.13
1886
149,315.94
1906
94,179.30
1887
55,946.71
1907
389,742.40
1888
44,780.83
1908
645,796.20
1889
46,277.48
1909
377.013.70
1890
58,261.28
1910
415,518.49
1891
112,767.49
1911
190,581.50
1892
109,349.21
1912
175,628.74
1893
117.077.73
1913
130,750.06
1894
387,378.25
1914
136,368.17
1895
206,448.16
1915
123,172.54
1896
93,230.64
1916
124,207.19
1897
79,709.25
1917
153,665.25
1898
60,228.69
1918
135,658.58
1899
60,864.84
1919
246,075.37
1900
60,921.66
1920
279,728.77
1901
130,880.62
1902
181,645.86
Total
$9,309,373.12
These figures include not only river bridges, but all stationary bridges and viaduets over streets, valleys and railway subways.
Amount Expended for Dredging and Docking .- Following is a record of the amount expended by the City of Milwaukee Tor dredging and docking, during the years named. The sum includes the cost of the original "Straight Cnt."
1853
1874
40,935.34
1854
3,050.00
1875
20,522.07
1855
1,521.63
1876
17,063.10
1856
736.81
1877
14,846.35
1857
$72,763.57
1878
21,923.06
1858
1879
25,665.96
1859
1880
31,243.32
1860
7,186.86
1881
14,216.15
1861
981.60
1882
22,171.62
1862
1,722.91
1883
18,645.18
1863
5,416.44
1884
15,111.89
1864
12,316.91
1885
24,217.08
1865
9,960.43
1886
23,977.26
1866
9,073.95
1887
14,576.28
1867
21,165.67
1888
31,010.75
1868
8,227.97
1889
23,694.94
1869
*44,489.83
1890
27,081.88
1870
*85,855.83
1891
23,829.33
1871.
*56,026.50
1892
25,400.83
1872
#68,974.36
1893
37,194.63
1873
21,501.09
1894
35,590.88
Vol. 1-20
1883
306
HISTORY OF MILWAUKEE
1895
21,560.82
1909
48,946.44
1896
30,721.77
1910
37,921.43
1897
31,989.53
1911
25,699.64
1898
· 19,598.67
1912
30,000.00
1899
16,145.17
1913
66,189.74
1900
14,473.58
1914
53,527.10
1901
19,971.86
1915
40,956.78
1902
21,538.21
1916
42,067.46
1903
18,626.23
1917
19,020.64
1904
19,058.02
1918
27,216.46
1905
17,921.69
1919
25,960.00
1906
31,237.27
1920
32,395.66
1907
*181,137.39
1908
9,493.86
Total
$1,843,265.68
There are six years in which extraordinary expenses are shown-(*) 1857, 1869, 1870, 1871, 1872, and 1907. The figures for 1857 include Milwaukee's first investment of $50,000 in the "Straight Cut." The expense in the next four years emmerated was augmented by payments in liquidation of the Hasbronek claim growing out of the construction of the "Straight Cut," and in 1907 the expense included the sum of $142.724.30 which was awarded to owners for land taken for a turning basin in the Kinniekinnie River and for widening the river.
There is no record of dredging and docking expense in 1853 and 1858, and possibly no river work was done in those years. There are no records of 1859 extant.
The expenditures enumerated above do not take into account the amounts spent on the greater harbor project during the past few years.
Milwaukee's Lake Freight Tonnage for the Past Thirty-One Years
Year
Inbound Tons Outbound Tons
Total Tons
1890
1,706,973
655.149
2,362,052
1891
2,155,311
761.167
2,916,478
1892
2,181.730
838,741
3.020.471
1893
1,926,604
735,233
2,661,827
1894
2,160,706
718.889
2.879,605
1895
2,238,404
826,651
3,065,055
1896
2,328,196
1,118,301
3.446,497
1897
2,656,889
1,093,457
3,750.346
1898
2,753.243
1,357.443
4,110,686
1899
2,720,097
1,226,423
3,946,520
1900
2,630,348
1.072.892
3.703,240
1901
3,031,163
1,006.434
4,037,597
1902
2,579,157
1,014.965
3,594.122
1903
3.935,816
1,135,952
5,071.768
.
1904
3,895,255
1.032.912
4.928.167
1905
4,197,533
1.256,874
5,454,407
307
HARBOR AND MARINE INTERESTS
1906
5,013,304
1,190,720
6,204,024
1907
6,091,333
1,604,669
7,696,002
1908
5,027,416
1,314,529
6,341,945
1909
5,619,155
1,395,350
7,014,505
1910
6,563,345
1,500,739
8,064,084
1911
6,061,164
1,445,329
7,506,493
1912
6,456,160
1,316,804
7,772,965
1913
7,225,887
1,649,344
8,875,231
1914
6,546,478
1,942,487
8,488,965
1915
6,444,367
1,683,334
8,127,698
1916
6,616,116
1,308,783
7,924,899
1917
5,744,662
1,075,230
6,819,892
1918
5,475,340
1,611,210
7,086,550
1919
5,591,434
1,411,557
7,002,991
1920
4,792,868
1,068,638
5,861,506
Milwaukee's Lake and Rail Freight Tonnage for the Past Twenty Years
Year
Lake
Rail
Total
1901
4,037,597
6,034;869
10,072,466
1902
3,594,122
7,187,595
10,781,717
1903
5,071,768
6,947,511
12,019,279
1904
4,928,167
6,767,972
11,696,139
1905
5,454,407
7,899,817
13,354,224
1906
6,204,024
8,414,620
14,618,644
1907
7,696,002
9,155,717
16,851,709
1908
6,341,945
8,356,774
14,698,719
1909
7,014,505
9,389,223
16,403,728
1910
8,064,084
10,326,515
18,390,599
1911
7,506,493
9,924,538
17,431,031
1912
7,772,965
9,545,420
17,318,385
1913
8,875,231
13,347,806
22,223,037
1914
8,488,965
14,274,251
22,763,216
1915
8,127,698
13,097,561
21,225,259
1916
7,924,899
15,452,251
23,377,150
1917
6,819,892
14,279,726
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