Iron Range and Huron Bay Railroad
| Company type | Private |
|---|---|
| Industry | Railroad |
| Founded | June 27, 1890 |
| Founder | Group of seven entrepreneurs primarily based in Detroit |
| Defunct | 1900 |
| Fate | Sold to Detroit Construction Company and dismantled |
| Headquarters | Detroit , United States |
Area served | Michigan's Upper Peninsula |
Key people | Milo H. Davis (chief engineer) |
| Products | Iron ore transportation (planned) |
The Iron Range & Huron Bay Railroad (IR&HB) was a defunct railroad constructed in the 1890s with the purpose of transporting iron ore within Michigan's Upper Peninsula. Despite completion, the railroad never commenced operations due to financial difficulties and engineering obstacles, making it a unique instance of a finished yet unused rail line.
Background
The discovery of abundant iron ore reserves in the Upper Peninsula during the 1840s became a significant economic driver. By the 1890s, Michigan had emerged as the foremost iron ore producer in the United States. Rail networks played a crucial role in moving ore from extraction sites to major ore dock facilities located on the Great Lakes, particularly at ports such as Escanaba and Marquette. From these docks, ore was loaded onto shipping vessels for distribution nationwide. The Huron Mountains, situated west of Marquette near Lake Michigamme and close to Michigamme, Michigan, were believed to contain not only iron ore but also other valuable minerals including marble, granite, silver, gold, lead, graphite, asbestos, and silica.
History
Established on June 27, 1890, by a group of seven entrepreneurs primarily based in Detroit, the IR&HB was created to exploit the mineral resources of the region. Milo H. Davis, an engineer from Detroit, was appointed as chief engineer for the project.
The railroad was designed to span approximately 60 miles, connecting Champion—near the ore deposits by Lake Michigamme—to a newly constructed ore dock on Huron Bay within Arvon Township, providing access to Lake Superior. From there, iron ore would be transported via freighters navigating through the Soo Locks.
Construction
The route traversed difficult terrain characterized by rugged hills and uneven ground, which significantly increased grading costs and complexity. By June 1891, the labor force expanded from 500 to 1,500 workers, placing considerable pressure on local transportation infrastructure. Contractor Wallace Dingman of Battle Creek ran out of capital by August and abandoned the project midway. This left outstanding debts that strained Marquette County’s limited relief funds. Subsequent contractors completed grading by summer 1892 at an expense of $400,000—substantially exceeding the original $265,000 estimate. A notable engineering challenge included a 1000-foot cut near Mount Arvon requiring excavation of roughly 40,000 cubic yards of rock. Track laying took place between July and November 1892.
The construction of the Huron Bay ore dock cost $170,000 under John Munro Jr.’s supervision. The dock extended 1000 feet in length and utilized two million board feet of lumber. To meet timber demands for this structure, a dedicated sawmill was established.
Failure
Despite finishing the 42-mile stretch from Champion to Huron Bay and acquiring two 4-8-0 "Mastodon" steam locomotives from Brooks Locomotive Works, no trains ever ran on the IR&HB line. Its completion coincided with the economic downturn caused by the Panic of 1893, which sharply reduced demand for iron ore.
The mines near Lake Michigamme were becoming exhausted while more productive deposits in Ishpeming were inaccessible without building an additional costly extension of 15 to 20 miles. Furthermore, certain sections of the railroad featured grades exceeding 5%, an unusually steep incline for standard-gauge railroads where slopes above 4.5% were uncommon—this severely limited freight transport capabilities.
According to some accounts, a test run with one locomotive ended prematurely when track failure caused a derailment; however, this incident is contested by some local historians who consider it folklore.
By 1893 financial difficulties intensified. The company initially raised $1.4 million through stock sales and bonds in 1890 but issued an extra $600,000 in bonds to address cost overruns and maintain operations. Eventually, in 1900, ownership transferred to Detroit Construction Company—led by Frank C. Andrews, John Winter, and Dr. Lau—for $110,000.
Legacy
Following the sale, the Detroit Construction Company proceeded to dismantle the entire railway line. The rails, weighing 67 pounds per yard, found new use in several interurban ventures across Michigan's Lower Peninsula, such as the Grand Rapids, Holland and Lake Michigan Rapid Railway and the Detroit, Lake Orion and Flint Railway.
The pair of locomotives was purchased by Francis Clergue of the Algoma Central Railway for $14,000. A spur track was constructed leading directly to the dock’s lighter, enabling the engines to be driven under their own power onto the tugboat Daniel L. Hebard. Subsequently, the ore dock was taken apart and transported to Detroit.
Milo H. Davis, who served as chief engineer, allegedly fled to Mexico amid accusations of fraud, though this has not been definitively verified. Due to outstanding tax debts, the state confiscated the right-of-way along with other assets; in 1902, Marquette County acquired its segment for $1,600 and repurposed it into a public road.
In 1905, the Lake Superior Southern Railway put forward plans for a new route stretching from Huron Bay to Madison, Wisconsin; however, it was unable to obtain necessary funding and ceased operations by 1908.
The "Rock Cut" located along this route has become a notable local point of interest, often inaccurately described regarding its dimensions. Regional historians are investigating links between an earlier operation near the IR&HB Railroad and the Huron Bay Terminus Railway, preserving much of the IR&HB right-of-way and chronicling the area's historic slate mining activities.
References
- Barnett, Le Roy. "An Upper Peninsula Railroad that failed to make the Grade." Michigan History Magazine, vol. 91, no. 5, Sept.–Oct. 2007, pp. 44–51.
- Berry, Dale. "Huron Bay, MI - IR&HB Railroad Ore Dock." MichiganRailroads.com. Accessed October 28, 2021.
- Dompier, Jim. "Baraga County History." Baraga County Historical Museum. Accessed October 29, 2021.
- Harvey, Mark. "The Two Million Dollar Ride." Michigan Historical Center, State of Michigan. Accessed October 29, 2021.