The mainline ended at Evarts when the decision to build to the coast was made in 1905. The construction of the Oahe Dam in the early 1960s created Lake Oahe which has flooded the townsite.
terraserver.microsoft.com

This is an article on the Pacific Coast Extension.
northeast.railfan.net

Mobridge is where the Milwaukee Road mainline crossed the Missouri River.
It took 3 years to build the PCE 1,400 miles to the Pacific Coast.
terraserver.microsoft.com themilwaukeeroadtrail

The first bridge over the river was a wooden temporary bridge, which was in
place by April 1907. Construction of a permanent steel bridge took place while the
PCE headed west, and the second bridge was opened on March 19th, 1908.
The third bridge at this site was built by the USACE during 1961 for the Chicago,
Milwaukee, St. Paul and Pacific, necessitated by the Oahe Dam project.
CMSP&P operations in South Dakota came to an end during March 1982, resulting in
the purchase of the line by the State, with Burlington Northern contracted to
run the route. BNSF Railway now owns and operates the bridge.
WikiMapia Terraserver Photo Johnweeks.photos

Moreau Jct. was the start of 164 miles of light track to the towns of
Isabel and Faith which lasted until 1980. Several miles of the Mainline and the
branch had to be moved due to the Oahe dam.
terraserver.microsoft.com

The relocation included this bridge over the Grand River.
terraserver.microsoft.com

This link has a westbound at Mahto near mile 828.
maps.google.com/maps

McLaughlin was the start of a 134 mile branch to New England, ND. This line
survived the March 1980 reorganization, only to be abandoned during March 1982.
wikimapia.org

BNSF Railway operates the 103 miles of the mainline through North Dakota.

Near Gascoyne is the spur to Knife River.
wikimapia.org

The Knife River lignite mine originated coal for the Big Stone Power Plant on the Milwaukee Road.
wikimapia.org

Bowman reminds me of a model train layout.
wikimapia.org

The Little Missouri River was crossed on the east side of Marmarth.
wikimapia.org

Marmarth was a crew change site and engine terminal.
This was the former site of a roundhouse and turntable.
wikimapia.org

This is a map of Railroads in Montana.
mdt.mt.gov/travinfo

Just inside Montana, the mainline leaves the Little Missouri Valley to enter the
Yellowstone River Valley at Kingmont. This aerial image shows an westbound
empty BNSF unit coal train returning for another load, just cresting the summit.
wikimapia.org

A few pictures from Pelva-
themilwaukeeroadtrail Wikimapia

The mainline came down into the Yellowstone River valley and crossed over Interstate 94 and the BNSF former NP mainline near mile 1,075.
Wikimapia

The mainline now ends just east of Terry where BN built a connection to their line.
Wikimapia

At mile 1,084 near Calypso the Milwaukee road crossed over to the north bank of
the Yellowstone River. At this location the river is flowing to the northwest on
its way east.
Wikimapia

The Olympian derailed on the Custer Creek bridge on June 19, 1938, killing 48 of
the 218 people on board. The swollen creek undermined the two center piers.
Wikimapia billingsgazette.net

At Tusler the CMSP&P crossed the Yellowstone for the second time.
terraserver.microsoft Wikimapia

About 4000′ of line is in use on the east side of Miles City to serve this facility.
Wikimapia

Miles City had a fair sized yard which is now used by Trinity Railcar Repair.
A transfer table is located between the two large buildigs. From Miles City
crews ran west to Melstone and east to Marmarth. This was the west end
of the Aberdeen Division and the start of the Rocky Mountain Division.
Wikimapia themilwaukeeroadtrail

Near Paragon was the third and final crossing of the Yellowstone River.
terraserver.microsoft Wikimapia

Ingomar’s station still stands.
themilwaukeeroadtrail Wikimapia

Melstone had a roundhouse and was a crew change location.
Wikimapia themilwaukeeroadtrail

At Roundup the CMSP&P had a spur 4 miles south to a coal mine at Klein.
terraserver.microsoft Wikimapia

A black and white photograph of the station in Roundup.
rr-fallenflags.org

At Slayton the line passed under the former Great Northern line from
Great Falls to Billings.
Wikimapia

This is a station list covering Harlowton to Seattle and Tacoma from 1951.
webhome.idirect

Harlowton at mile 1,335.5 was at 4,162′ and was the beginning of the electrified territory. The CMSP&P served northern Montana from here with a line through Lewistown to Great Falls also serving Winnett, Roy, Winifred and Agawan.
111 out of the 394 miles of track north of Harlowton are still being operated.
On the mainline crews operated east to Melstone and west to Three Forks.
The next 95 miles to Lombard were built by the Montana Railroad.
Wikimapia themilwaukeeroadtrail

These are two articles on the Milwaukee Road’s mainline electrification.
scn.org/cedar_butte northeast.railfan

Lonnie King put together this interesting Photo essay covering the Milwaukee from Harlowton to St. Maries, ID.
themilwaukeeroadtrail

E-57B is on display in Harlowton.
rr-fallenflags.org Wikimapia

This is a roster of the electrics.
web-archive-org

Helmut Wisinger has put this Montana guide together of what can be
seen along the right of way.
webhome.idirect

Two Dot was at mile 1,347.5 and at 4,443′. This was the location of substation #1.
Wikimapia themilwaukeeroadtrail

Loweth was mile 1,380.9 and at 5,802′ (5,787′ before 1956) and was the summit through the Belt Mountains. This was also the location of substation #2.
Wikimapia

Ringling at mile 1,392.8 and 5,307 was the junction with the White Sulphur Springs and Yellowstone Park Railway. The CMSP&P owned the track and leased it out.
Wikimapia themilwaukeeroadtrail

The White Sulphur Springs and Yellowstone Park Railway operated 23 miles
north to the town of White Sulphur Springs, Montana, until March 1980.
Wikimapia

The line from Ringling to Lombard through Sixteen Mile Canyon featured 8 tunnels
in 30 miles. Red Tunnel #2 was near mile 1,398, about 1,154 miles from
tunnel #1 in Wisconsin.
Wikimapia themilwaukeeroadtrail

Tunnels #3 and #4 were near mile 1,409. Tunnel #3 was also known as
Canyon Tunnel.
Wikimapia terraserver.microsoft

Eagle Nest Tunnel #4 was in the movie Danger Lights.
Wikimapia imdb.com/title

Josephine Tunnel #5 was near mile 1,410.
Wikimapia

Francis was at mile 1,411.4 at 4,652′ and had substation #3.
Francis was originally named Josephine, and the named was changed to that
of a local family.
Wikimapia terraserver.microsoft

Deer Park Tunnels #6 and #7 were west of Maudlow near mile 1,420.
Wikimapia#6 Wikimapia#7 themilwaukeeroadtrail

Deer Park Tunnel # 8 was near mile 1,422.
Wikimapia terraserver.microsoft

This is a 1956 timetable for the Olympian Hiawatha from Deer Park to Seattle
and Tacoma.
rrpicturearchives.net

Lombard was at 3,985′ and at mile 1,430.4, just west of Tunnel # 9.
The CMSP&P passed over the Northern Pacific (now MRL) and then crossed
the Missouri River. Tunnel#9
Wikimapia terraserver.microsoft themilwaukeeroadtrail

Eustis at mile 1,441.2 and 4,014′ was home to substation #4.
Wikimapia terraserver.microsoft

Across the river from Trident is the Holcim Cement manufacturing facility located
on Montana Rail Link.
Wikimapia

Three Forks at 1,449.7 and 4,068′ was a crew change location. A line to the east went through Bozeman to Menard. The town is named after the Madison, Gallatin
and Jefferson rivers which joined together here to form the Missouri.
Wikimapia terraserver.microsoft

A recent shot of the abandoned ROW near Three Forks.
rr-fallenflags.org

At Sappington the Northern Pacific (now MRL) crossed over the Milwaukee Road
mainline and the Jefferson River.
Wikimapia

The CMSP&P itself crossed the Jefferson River at Jefferson Island.
Wikimapia

Piedmont mile 1,484.2 was at 4,350′ and was the location of substation #5.
The Continental Divide at Donald was 20.2 miles away and 2,002′ higher resulting
in a grade of 1.83%.
Wikimapia terraserver.microsoft

Vendome at 1,489.7 had this 3 mile horseshoe to keep the grade below 2%.
Wikimapia terraserver.microsoft

Tunnel #10 at mile 1,497 was called Fish Creek Tunnel.
Wikimapia terraserver.microsoft

Fish Creek Viaduct has been removed.
Wikimapia

Donald at mile 1,504.9 was the highest point on the CMSP&P at 6,352′.
The Railroad crossed under the Continental Divide through
Pipestone Pass Tunnel #11, which was 2,290′ long.
Wikimapia terraserver.microsoft

The Blacktail Viaduct, Blacktail #1 Tunnel (#12) and Blacktail #2 (#13)
were on the west slope of the Divide.
Wikimapia
Wikimapia terraserver.microsoft
Wikimapia terraserver.microsoft

Janney mile 1,511.6 was at 5,856′ now has a house built beside the foundation
of substation #6 and a garage on the right of way.
200 yards to the west is another house on the ROW.
Wikimapia

BNSF serves Newcomb at mile 1,515.2 using 5 miles of the former mainline from
Butte. BNSF Railway acquired this trackage with the purchase of the
Montana Western in 2003.
Wikimapia

Butte Yard was at 1,519.8 and at 5,475′ and was at the south end of the City.
The passenger station and a small yard were closer to downtown. This aerial image
shows the junction with the main from the south heading west and the line to the
station heading east.
terraserver.microsoft

The Butte Passenger Station now houses KXLF.
Wikimapia

This is a photograph from 1973 of SW1 869 in Butte.
rrpicturearchives.net

Near mile 1,531 the Butte, Anaconda and Pacific crossed over the CMSP&P on
one bridge and then crossed over the Northern Pacific and the Clark Fork River
on another bridge.
Wikimapia terraserver.microsoft

Morel was at mile 1,544.8 and 4,870 and was the location of substation #7.
Wikimapia terraserver.microsoft

Deer Lodge mile 1,561.8 is at 4,523 was home to the locomotive shops.
Crews from Deer lodge ran east to Three Forks and west to Alberton.
On May 24, 1961 this became the west end of passenger service following the
demise of the Olympian Hiawatha. With the end January,1964, passenger service
pulled back to Aberdeen, South Dakota. The last electric operations on the
Milwaukee Road took place here on June 15, 1974.
During the morning Little Joes E-73 and E-20 brought a 264 into Deer Lodge from
Alberton and in the afternoon steeple cab E-82 moved some cars around the yard.
It is believed E57B was used here on June 21st, 1974.
Wikimapia terraserver themilwaukeeroadtrail

The E34 Boxcab set and steeple cab E80 at Deer Lodge.
rr-fallenflags.org rr-fallenflags.org

E70 is on display in Deer Lodge.
Wikimapia rrpicturearchives.net highironillustrations.com

Garrison Tunnel #14 is near mile 1,573 west of Garrison.
Montana Rail Link’s former NP Garrison Tunnel cuts through the same ridge,
about one mile west of where the two NP routes over Mullan and Homestake
came together. The shorter MRL tunnel to the east is still in use.
Wikimapia terraserver.microsoft

Gold Creek at mile 1,580.4 and at 4,167′ was the home of substation #8.
The official last spike ceremony took place here on May 9, 1909.
The actual last spike was driven closer to Missoula a couple of weeks earlier.
This substation still stands.
Wikimapia themilwaukeeroadtrail webhome.idirect

Here a is photograph that shows the ROW today.
rrpicturearchives.net

Nimrod Tunnel #15 was near mile 1,612 just east of Ravenna.
MRL’s Nimrod Tunnel runs parallel through the same ridge.
Wikimapia terraserver.microsoft

Ravenna was the site of substation #9 which still stands.
Wikimapia webhome.idirect

Beavertail Tunnel #16 was at mile 1616 (fitting) and beside another one of
Montana Rail Link’s ex NP tunnels, Bonita Tunnel.
Wikimapia terraserver.microsoft

Bonner Junction was at mile 1,635.0 and 3,280′ and was the junction with a
line that went 40 miles east to Cottonwood.
Wikimapia terraserver.microsoft

Bonner Tunnel #16.5 was added after the mainline was completed.
Wikimapia

Missoula mile 1,641.3 was at 3,184′.
Wikimapia themilwaukeeroadtrail

A switcher with cabeese at Missoula, and the Missoula Station.
The Station is currently used by the Boone & Crockett Club.
rr-fallenflags.org Wikimapia RRpicturearchives

Primrose was the site for substation #10 at mile 1,650.8 and 3,073′.
This is the third consecutive substation still in relatively good shape.
Wikimapia webhome.idirect

Some photographs from Frenchtown-
themilwaukeeroadtrail Wikimapia

Nine Mile Tunnel #17 was near Soudan around mile 1,667.
Wikimapia terraserver.microsoft

Crews from Deer Lodge and Avery (later St. Maries) changed at Alberton,
mile 1,672.6 which was at 3,048′. The former station is now a small museum.
Wikimapia themilwaukeeroadtrail

Cyr Tunnel #18 was near mile 1,678.
Wikimapia

Tarkio at mile 1,687.6 was at 2,919′ and had substation #11.
Wikimapia terraserver.microsoft

At St. Regis mile 1,715.9 at 2,684′ the CMSP&P crossed over the Clark Fork River
and the Northern Pacific. Montana Rail Link removed one span from the bridge.
This was the lowest spot for the CMSP&P between the Rocky Mountains and the
Bitterroots. The climb to East Portal was 1,485′ in 33.2 miles.
Wikimapia terraserver.microsoft

Drexel was home to substation #12 at 2,858′ and at mile 1,725.5.
Wikimapia terraserver.microsoft

Haugan was at mile 1,734.8 and at 3,142′. After a flood by the St. Regis River
in 1933 the Northern Pacific used the CMSP&P from St. Regis to Haugan as part
of their Wallace branch. After the Milwaukee Road abandoned their line during March
1980 BN continued to use this trackage until they could abandon their line a few
months later in 1980.
Wikimapia terraserver.microsoft

Bryson mile 1,744.3 was at 3,787′ and was located on the east side of the loop
up Dominion Creek.
Dominion Creek Tunnel #19 was at the apex of the loop.
Wikimapia terraserver.microsoft themilwaukeeroadtrail

East Portal was the summit of St. Paul Pass at 4,169′. Substation #13 was
here at mile 1,749.1. St. Paul Pass Tunnel #20 was 8,771′ long and took the
line into Idaho.
Wikimapia terraserver.microsoft themilwaukeeroadtrail

St. Paul Pass is located in the Bitterroot Mountains, which divide Montana and
Idaho in this area. The summit of the Pass is 5,162′. With the use of the 8,771′ long tunnel, the Milwaukee Road kept their summit to 4,170′.
The original survey looked at a longer tunnel of approximately 4 miles in length, from Bryson, MT, to Adair, ID. This would have created a summit below 3800′, and reduced the route by several miles.
A later study looked at another tunnel between Bryson and Adair, replacing Tunnels #19 to #34, four high steel bridges, about 1,000 degrees of curvature, ten miles of line, and lowering the grade to about .6% at 3500 feet. This would have involved moving the line lower down into the valleys for 10 miles between Haugan and Bryson, as well as 17 miles between Adair and Avery.
Wikimapia terraserver.microsoft

This is a guide to what can be seen of the Milwaukee Road in Idaho today.
webhome.idirect

The Route of the Hiawatha trail uses the old right of way.
wallace-id.com themilwaukeeroadtrail brian894×4.com

From the west portal of the St. Paul Pass Tunnel to the end of the electrification in Avery, the CMSP&P mainline dropped 1,660′ in 22 miles.
This segment had 16 tunnels and several large bridges.
Roland siding, mile 1751, elv. 4153′ Wikimapia
Dry Creek Tunnel #21 (790′) Wikimapia
Moss Creek Tunnel #22 (1516′) Wikimapia
Small Creek Tunnel (#1) #23 (279′) Wikimapia
Small Creek Tunnel (#2) #24 (377′) Wikimapia
Kelly Creek Trestle Wikimapia
Adair siding mile 1,755.9, elv. 3,777′ Wikimapia
Loop Creek Tunnel (#1) #25 (996′) Wikimapia
Loop Creek Tunnel (#2) #26 (683′) Wikimapia
Turkey Creek Trestle Wikimapia
Bear Creek Trestle Wikimapia
Clear Creek Trestle Wikimapia
Clear Creek Tunnel (#1) #27 (470′) i Wikimapia
Clear Creek Tunnel (#2) #28 (178′) Wikimapia
Falcon siding, mile 1760, elv. 3420′ Wikimapia
Deer Creek Tunnel (#1) #29 (217′) Wikimapia
Pearson, mile 1763, elv. 3200′ Wikimapia
Deer Creek Tunnel (#2) #30 (221′) Wikimapia
Glade Creek Tunnel (#1) #31 (332′) Wikimapia
Glade Creek Tunnel (#2) #32 (638′) Wikimapia
Kyle siding mile 1,756.7, elv. 3,000′ Wikimapia
themilwaukeeroadtrail
Kyle Tunnel #33 (462′) Wikimapia
Stetson Trestle Wikimapia
Stetson Tunnel (#1) #34 (462′) Wikimapia
Stetson Tunnel (#2) #35 (416′) Wikimapia
Stetson Tunnel (#3) #36 (552′) Wikimapia

Avery was at mile 1,772.9 at 2,495′ and was the end of the electrification.
This was a crew change point between Alberton to the east and Malden to the west. After the wirers came down in 1974 the crew change was moved to St. Maries. Substation #14 was here and this is where the Rocky Mountain Division met the
Coast Division. The line west of Avery was purchased by the St. Maries River Railroad and was abandoned in stages after 1980.
Wikimapia themilwaukeeroadtrail

Herrick Tunnel #37, 515′, was near mile 1,790.
Wikimapia themilwaukeeroadtrail

St Joe MP 1,806.2 at 2,148′ would have had substation #15 if the gap had been
filled in the electrification.
Wikimapia terraserver.microsoft

Omega Tunnel #1 (#38) and #2 (#39) were never built. The numbers were
reserved for both locations to straighten the line, but the money was never available.
Omega Tunnel #1 (#38) would have been at mile 1,811.9
Wikimapia terraserver.microsoft

Omega Tunnel #2 (#39) was never built, and was to be at mile 1,813.4.
Wikimapia terraserver.microsoft

The Regulus stud mill just west of St. Maries is now marks the end of track.
Wikimapia terraserver.microsoft

St. Maries is at mile 1,818.3 at 2,145′ and was a crew change point after 1974.
The St. Maries River Railroad operates from here east to Regulus, and south along
the St. Maries River to Bovill.
Wikimapia themilwaukeeroadtrail

This photograph was taken in the area.
rrpicturearchives.net

Lonnie King’s photoessay, part 3, covers the St. Maries Branch and the rest of the mainline to the coast.
themilwaukeeroadtrail

Benewah Tunnel #40 (363′) was near mile 1,825, just east of the long bridge over
the south end of Chatcolet Lake. The 1% grade for eastbounds begins in the middle
of the bridge.
Wikimapia themilwaukeeroadtrail

This photograph from 1962 shows an eastbound coming across the bridge about to enter the tunnel. The locomotives are wearing the old paint scheme with blue paint.
rrpicturearchives.net

Several miles to the west is Peedee Viaduct.
Wikimapia

Plummer Junction mile 1,837.3 at 2,653′ had a wye where the passenger line
through Spokane left the mainline heading north.
Substation #16 would have been built at this location.
Union Pacific came to Plummer Junction from 3 directions as well. The Wallace branch from the east was along the north side of the ROW and a line to Tekoa in Washington State was along the north side of the ROW heading west. Union Pacific used the CMSP&P line for 19 miles to Manito and then the Milwaukee Road used UP through Spokane and then back to the mainline at Marengo. At this time the line to the north
is owned by UP and St. Maries River Railroad owns the line to the east and the others are gone.
Wikimapia themilwaukeeroadtrail

Watts Tunnel #41 at Sorrento mile 1,840 was 2,559′ long.
Wikimapia terraserver.microsoft

This is Helmut Wisinger’s guide to Washington State.
webhome.idirect

The mainline across Washington State is now the John Wayne Trail. spokaneoutdoors.com CoastDivMap

In Tekoa mile 1,853.0 the mainline crossed over a Union Pacific line which has been abandoned as well.
terraserver.microsoft themilwaukeeroadtrail

In Seabury at mile 1,860.2 the CMSP&P crossed over a former Great Northern line
that is long gone. terraserver.microsoft

Rosalia tunnel #42 was daylighted in 1911.
terraserver.microsoft terraserver.microsoft

Rosalia was at mile 1,872.6 (2,250′) the line crossed over a former Northern Pacific
line which is now operated by the Palouse and Coulee City Railroad. A Great Northern line also passed under the Milwaukee Road here. Substation #17 would have been here.
Wikimapia themilwaukeeroadtrail

Malden was at mile 1,881.7 (2,085′) and was a crew change point in the middle of
the gap between Avery and Othello. After 1974 this crew change was moved east to St. Maries.
Wikimapia themilwaukeeroadtrail

Rock Lake Tunnel #1 (#43) was 756′ long and at mile 1,892.
terraserver.microsoft

Rock Lake Tunnel #2 (#44) was 704′ long at mile 1,894.
terraserver.microsoft

Castleton was near mile 1,907 and would have had substation #18.
terraserver.microsoft

Paxton at mile 1,915.1 (1,669′) was where the CMSP&P passed under the Spokane, Portland and Seattle. The SP&S was abandoned in 1989.
terraserver.microsoft

Marengo mile 1,925.7 (1,656′) was the connection with the Union Pacific where passenger trains through Spokane rejoined the mainline.
terraserver.microsoft themilwaukeeroadtrail

West of Marengo was a long Viaduct over Cow Creek Coulee.
terraserver.microsoft

Ralston at mile 1,935.2 (1,665′) would have been home for substation #19.
terraserver.microsoft

Lind at mile 1,949.7 (1,415′) was where the CMSP&P crossed over the
Northern Pacific mainline.
terraserver.microsoft rrpicturearchives.net themilwaukeeroadtrail

Roxboro at mile 1,962.6 would have had substation #20.
Wikimapia terraserver.microsoft

At Warden mile 1,972.3 (1,279′) The CMSP&P had branch lines to the north serving Moses Lake and Marcellus.
Wikimapia terraserver.microsoft rrpicturearchives

The Columbia Basin Railroad now operates the mainline from Warden to Othello
as well as branchline track to Moses Lake.
http://www.cbrr.com/ rrpicturearchives

Othello was at mile 1,985.1 (1,075′) and was the beginning of the Coast Division electrification. The Royal Slope Ry. has operated west from Othello to Royal City.
Wikimapia themilwaukeeroadtrail mrcd.org

This is a photograph which shows U28B 5500 sitting in Othello.
rrpicturearchives

Taunton at mile 1,994.3 (856′) was the location of substation #21.
terraserver.microsoft rrpicturearchives.net

Royal City Junction is near mile 2,006. During 1967 a 6.4 mile line was built
north to Royal City.
Wikimapia rrpicturearchives.net

Beverly was at mile 2,022.9 (532′) on the east bank of the Columbia River.
The United States Government did make some use of the line from Royal City Junction during the 1980s to service the Priest Rapids Dam. On the west bank of the river is Beverly Junction with the mainline which headed north and a branch to Hanford
which headed south to Hanford.
terraserver.microsoft Wikimapia themilwaukeeroadtrail

This is a photograph of SW1200 618 at Beverly.
rrpicturearchives

The lengthy Columbia River Bridge is still in place.
Wikimapia

Doris was at mile 2,029.1 (1,106′) on the 2.2% climb up the Saddle Mountains. Substation #22 was located here.
Wikimapia terraserver.microsoft

East of Boylston (MP 2,041.7) was the 1973′ Johnson Creek Tunnel #45.
terraserver.microsoft

At Renslow the CMSP&P passed over Interstate 90.
Wikimapia themilwaukeeroadtrail

Kittitas was at mile 2,052.3 (1,645′) and was the location of substation #23.
Wikimapia themilwaukeeroadtrail

From Ellensburg the Milwaukee Road followed the Northern Pacific west.
Near mile 2,065 the CMSP&P crossed over the Northern Pacific Stampede Pass line.
Wikimapia rrpicturearchives.net

Horlick Tunnels #46 and #47 were along the Yakima River between Thorp
and Horlick. The BNSF line is along the east and north bank of the river.
Wikimapia Wikimapia

Cle Elum was at mile 2,084.0 (1,944′) and was where crews changed between
Othello and Tacoma or Seattle. Substation #24 was here as well.
terraserver.microsoft themilwaukeeroadtrail

Easton at mile 2,095.6 (2,150) had a wye and now BNSF has a wye crossing the CMSP&P.
terraserver.microsoft

Easton Tunnel #48 was near mile 2,096.
terraserver.microsoft theslowlane.com

Burlington Northern purchased the mainline over Snoqualmie Pass from Easton through Cedar Falls (MP 2,134.8) to Maple Valley (2,151.8). BN never used the line east of Cedar Falls and during 1987 they decided to scrap the line. A connection was built in September at Hubner near mile 2,098 to allow removal of the rail east of Snoqualmie Tunnel.
terraserver.microsoft

Whittier Tunnel #49 was near mile 2,104 and is in the lower right corner of this
image. The east entrance to BNSF’s Stampede Tunnel can be seen on the left.
terraserver.microsoft

Hyak was at mile 2,113.0 (2,570′) and was home to substation #25. The east entrance to Snoqualmie tunnel is at the top left corner of this image.
terraserver.microsoft themilwaukeeroadtrail

Snoqualmie Tunnel #50 was 11,888′ long, longest on the CMSP&P. After
the mainline opened in May 1909 this tunnel was built from 1912 to 1914.
The original line crested the summit at 3,010′ two miles north of the tunnel using grades up to 2.75% and 1,239 degrees of curvature. The new summit was 2,562′, saving 448′.
terraserver.microsoft

This is the eastern entrance to Snoqualmie Tunnel.
rr-fallenflags.org

The CMSP&P followed the Snoqualmie River west from the tunnel on a grade of
1.74% from Rockdale to Cedar Falls. Near mile 2,120 was this curved trestle over
Hansen Creek.
terraserver.microsoft

Burlington Northern’s plans of using the Snoqualmie Pass line were thwarted by a slide which took out the middle spans of the trestle over Hull Creek, near mile 2,128.
Wikimapia terraserver.microsoft

Cedar Falls was at mile 2,134.8 (937′) and was the junction with the line north to Everett. This was also the location of substation #26. Burlington Northern used the line from Maple Valley through here and then north 11 miles to serve a mill until 1990.
terraserver.microsoft

This is an article about the CMSP&P in Cedar Falls.
scn.org/cedar_butte

Bagley Junction was at mile 2,138.8 and the start of a 13 mile branch to Enumclaw.
terraserver.microsoft

Landsburg Tunnel #51 was bypassed with a 1945 line change.
Wikimapia

Noble Tunnel #52 was the last tunnel on the mainline from Chicago,
and was daylighted during 1912.
Wikimapia

Maple Valley was at mile 2,151.8 and from here into Seattle the CMSP&P used the track of the Pacific Coast Railroad. The PCR was purchased by the Great Northern
during 1956.
Wikimapia terraserver.microsoft

Renton was at mile 2,162.1 and the home of substation #27. After 1970 the
CMSP&P received trackage rights over BN from Renton north to Bellingham.
Wikimapia

This is a Spirit of Washington dinner train in Renton
Wikimapia

Black River Junction was at mile 2,164.5. From here Milwaukee Road trains could
stay on the PCRR-GN-BN and go north to Seattle or regain CMSP&P rails south to Tacoma.
Wikimapia

The CMSP&P operated on the Pacific Coast Railroad (later GN and BN) from Black River up to Argo at mile 2,170.5 where it switched to Union Pacific tracks.
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Stacy Street Yard was at mile 2,172.9.
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Union Pacific’s Union Station in Seattle was at mile 2,173.9, just east of the Hill Line’s King Street Station. Milwaukee Road passenger service to Seattle and Tacoma came to an end when the last Olympian Hiawatha left Minneapolis on May 22, 1961.
Wikimapia

Union Station opened in 1911.
historylink.org

This photograph of U25B 5007 from 1970 looks like the Tacoma area to me.
rr-fallenflags.org

At Tacoma Junction mile 2,190.7 (under the north end of the Interstate highway bridge) the Tacoma Hill line branched off and crossed the Puyallup River. Tacoma Jct. was also the location of substation #28. Union Pacific crosses the River just east of the Interstate Bridge, at the bottom of this image. The substation was at the right hand edge, north of the tracks.
Wikimapia Substation

This is a photograph of E23B in Tacoma in the Union Pacific passenger scheme.
rrpicturearchives

Tideflats Yard was between the Puyallup River and the Sitcum Waterway
(now the APM Terminal). Most of the Milwaukee Waterway has been filled in.
Wikimapia

Things looked a little different in 1990.
terraserver.microsoft

The first leg of the line from Tacoma to Portland was built by the Tacoma and Eastern Railroad during 1900. The T&E played a key role in the history of the Mount Rainer area.
nps.gov/archive

Tacoma Hill was the steepest grade on the Milwaukee Road, at 3.67 %.
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Tacoma Rail now owns the CMSP&P track in Tacoma and south to Chehalis.
tacomarail.com

The Chehalis Western Railroad operated the trackage from 1980 until 1992.
trainweb.org

The Tacoma and Eastern built south from Tacoma through Elbe to Morton.
The Mt. Rainer Scenic Railroad runs passenger trains on the south end of the line.
mrsr.com/home

On December 31, 1918, the T&E was acquired by the Milwaukee Road. From Frederickson the CMSP&P built their line to Chehalis.
Wikimapia

The Chehalis Western used Western Junction as a base for operations and was the location of their shops.
Wikimapia

CMSP&P SW1200 630 was at Western Junction on September 11, 1976.
rrpicturearchives

The Milwaukee Road branch to Aberdeen started in Maytown.
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At Blakeslee Junction near Centralia the CMSP&P crossed over Burlington Northern and Union Pacific lines, both heading for Aberdeen.
Wikimapia rrpicturearchives

The Milwaukee Road reached Chehalis and then turned west towards the Pacific
and the town of Raymond.
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Trackage rights were obtained over Northern Pacific from Chehalis to Longview Junction during 1931.
Wikimapia

The Milwaukee Road received trackage rights from Longview Jct. to Portland as a
result of the Burlington Northern merger. The first train crossed the Columbia River
on March 23, 1971.
Wikimapia