Midland Continental Railroad

Midland Continental Railroad
Company type	Private
Industry	Railroad
Founded	1906
Founder	Herbert Sydney Duncombe, Frank K. Bull
Defunct	1966
Fate	Sold to Northern Pacific and Soo Line railroads
Headquarters	Jamestown, United States
Area served	North Dakota
Key people	Frank K. Bull, Frank Seiberling
Products	Freight and passenger rail transport

Adapted from the English Wikipedia article Midland Continental Railroad, available under CC BY-SA 4.0Updated 24 July 2025

The Midland Continental Railroad operated as a shortline railroad in North Dakota between 1906 and 1966. Initially conceived as a major north-south corridor linking Winnipeg, Canada, with Galveston, Texas, financial limitations restricted its construction to two separate segments totaling .

Initial Concept

The idea for the railroad was developed by Herbert Sydney Duncombe, a lawyer based in Chicago, alongside Frank K. Bull, president of the J.I. Case Threshing Machine Company located in Racine, Wisconsin. In 1906, they gathered investors and established the Midland Continental Railroad and the Midland Construction Company under South Dakota jurisdiction. The proposed route covered roughly 1,800 miles (2,900 km), with an anticipated track length of 2,500 miles (4,000 km), backed by authorized capital amounting to $70 million.

The construction firm agreed to build the railroad at a rate of $75,000 per mile in securities—divided equally among common stock, preferred stock, and bonds—assigning financial obligations to its board members.

Survey work commenced in 1907 for the stretch between Pembina, North Dakota and Wheeler, South Dakota. Plans to extend southward from Wheeler were dependent on constructing a significant bridge over the Missouri River but were never executed. A 1908 survey extended from Pembina into Winnipeg; however, no Canadian branch company was created. Instead, the plan was to connect with the Canadian Northern Railway at Pembina and obtain trackage rights into Winnipeg.

Initial Construction Phase

Work on the railroad started in North Dakota on August 12, 1909, building on an existing Chicago, Milwaukee, St. Paul and Pacific Railroad line from Edgeley to Jamestown. This 32.7-mile segment encountered funding difficulties, leading some investors to establish the Midland Townsite Company in October 1909 to speculate on land at prospective railroad towns such as Franklin, Nortonville, Sydney, and Millarton. Despite these efforts, financial constraints delayed completion until November 1, 1912.

Subsequent Development

Facing ongoing financial troubles, a new entity named Midland Continental Railroad Company was incorporated in August 1910 under North Dakota law, while the original company was renamed Midland Continental Railroad Company of South Dakota. The incomplete line was transferred to this new company in October 1910. The new MICO aimed to construct the line from Pembina down to Forbes near the South Dakota border; meanwhile, MICO(SD) planned to continue southward to St. Lawrence for an interchange with the Chicago and North Western Railroad—though this southern expansion never came to fruition.

In 1912, Frank Seiberling—president of Goodyear Tire Company and a prominent businessman—invested $400,000 secured by a mortgage on the construction company. This funding enabled progress northeast of Jamestown.

Crossing the Northern Pacific Railway’s transcontinental track at Jamestown presented obstacles. Unable to finance a bridge over it, MICO rerouted east of Jamestown and crossed the NP main line via a narrow bridge cut through an embankment. The line terminated at Wimbledon where it connected with the Minneapolis, St. Paul and Sault Ste. Marie Railroad (Soo Line). Along this route, towns such as Durkee, Johnson, Clementsville, and Durupt were founded by the Dakota Land and Mortgage Company.

Although originally intended to run from downtown Jamestown northwest toward Courtenay near Wimbledon, this extension diverged from that plan. Completed in October 1913, it included a brief 0.3-mile spur to Frazier—named after notable entrepreneur and future governor Lynn Frazier—to serve a grain elevator facility. The Wimbledon passenger station was situated east of downtown on 17th Street SE.

Conclusion of the vision

Following the completion of the sections connecting Edgeley, Jamestown, and Wimbledon, financial resources were exhausted, prompting a search for new investors. Unable to secure backing within the United States, the original promoter, Frank K. Bull, traveled to the United Kingdom in 1914. There, J. Bruce Ismay, former chairman of the White Star Line and Titanic survivor, expressed interest in acquiring a $6 million bond offering at 5%, authorized in 1910 to fund further expansion efforts. Nevertheless, the onset of World War I caused Ismay to retract his support, resulting in the cancellation of the bond issuance.

By 1916, the MICO extended its line approximately half a mile east of Jamestown to establish a new downtown terminus adjacent to the NP main line station. By 1917, facilities including a roundhouse, passenger depot, and freight terminal were constructed. The company headquarters were also relocated here, accompanied by a spur leading to the North Dakota State Hospital. Contemporary maps reveal intentions to extend the line northward from Wimbledon toward Sutton on the Great Northern Railway, marking a departure from earlier plans aimed at reaching Cooperstown.

The Midland Construction Company defaulted on its bonds in 1916, leading Seiberling to initiate foreclosure proceedings and assume control over MICO to safeguard his investment. This event resulted in the dissolution of the construction company and terminated ambitions for developing a trunk line. Seiberling initially planned an extension toward Grand Forks and commissioned upgrades to depot infrastructure and road connectivity in early 1917 to support emerging motor vehicle traffic.

With America’s entry into World War I in 1917, federal government oversight of the railroad persisted until 1920, effectively suspending all expansion initiatives. After regaining operational control in 1920, MICO moved its Wimbledon passenger station downtown opposite the Soo main line station and constructed a connecting spur. This relocation stands as the railroad’s final construction milestone.

Short line operation

In its later years, the railroad concentrated on servicing local agricultural sectors and related industries as a short line operation. Notably, singer Peggy Lee’s father was employed by MICO from 1916 through 1944, overseeing stations such as Nortonville and Wimbledon. Under President Seiberling’s leadership, the railroad marketed itself as an essential bridge line linking major railroads—the Soo Line, Northern Pacific, and Milwaukee Road—promoting the slogan The Mid-Land Route to strengthen its market presence.

In 1937, freight operations between Jamestown and Wimbledon transitioned to call and demand service, requiring customers to coordinate shipments via Jamestown dispatch. Passenger services continued sporadically, often utilizing mixed trains that combined freight and passenger cars. A similar arrangement was implemented on the Jamestown-to-Edgeley segment beginning in 1950. Passenger service was discontinued by 1965. The Seiberling family retained private ownership until selling to Northern Pacific and Soo Line railroads in 1966.

Termination

Severe flooding during spring 1969 caused extensive damage that led to the railroad’s closure, with official abandonment occurring on October 31, 1970. A remaining section from Jamestown to Kloze remained operational until 1976 before being abandoned in 1979. Additionally, Soo Line continued operating a portion near Wimbledon until 1982.

Remaining segments

By 2020, two portions of the line were still operational. The branch leading to North Dakota State Hospital, originally under BNSF Railway, was transferred to the Red River Valley and Western Railroad (RRVW). This included the initial interchange wye located at Jamestown and a brief spur extending toward the original endpoint. Additionally, RRVW took over the former Milwaukee Road depot situated in Edgeley along with the adjacent MICO track heading to Streeter, functioning as a freight terminal.

The Midland Continental Railroad Depot in Wimbledon has been repurposed as the Midland Continental Depot Transportation Museum since its opening in 2012, serving to conserve the railroad’s historical heritage.

North Dakota main line

The primary line initially planned extended from Winnipeg to Pembina, continuing through North Dakota to Forbes, which was the only segment actually constructed. Important intended railroad junctions included Pembina, Carlisle, Hamilton GN, Crystal GN, Park River GN, Fordville SOO, Niagara GN, Moraine, Aneta GN, Cooperstown NP, Helena GN (station named Revere), Courtenay NP, Jamestown SOO, Edgeley NP MILW, Merricourt SOO (now abandoned), and Forbes GN.

South Dakota main line

Surveys were conducted for a route from Forbes to St Lawrence, with an additional preliminary survey extending as far as Wheeler (currently submerged). Planned rail connections along this path included Leola on the Minneapolis and St. Louis Railway, Craven MILW, Cresbard MSTL, Rockham CNW and St Lawrence CNW.

Southern extension

No surveys were completed south of Wheeler. According to a 1913 map, the route avoided major urban centers: it passed east of both Grand Island and Hastings, west of Wichita, and east of both Guthrie and Oklahoma City. The ultimate goal was to reach Fort Worth, Texas, featuring a significant junction at Cleburne with branches extending to Galveston (bypassing Houston to the west) and Corpus Christi (bypassing Austin to the east).

Wimbledon to Sutton segment

After completing the Wimbledon line in 1913, there were plans to extend northward toward Sutton, connecting with the Great Northern Railway (GN). However, this fourth major railroad link in North Dakota was never established by MICO.

Grand Forks extension plan

The original Norton proposal was superseded by an extension toward Grand Forks, championed by Seiberling following his acquisition. A 1910 preliminary survey identified stops at Revere GN, Skaar (distinct from McKenzie County), Cooperstown NP, Romness, Sharon GN, Goose River, Northwood GN, McRae and Brenna.

Edgeley area

The line originated in Edgeley at an interchange with the Chicago, Milwaukee, St. Paul and Pacific Railroad (MILW), sharing certain facilities including MILW's passenger station.

Previously, Northern Pacific’s (NP) track from LaMoure to Streeter circumvented Edgeley on its northern side. This left a short NP stub ending at 6th Avenue on Edgeley’s western boundary. An interchange curve linking eastbound to southbound tracks connected here where MICO crossed just north of 72nd Street SE. The NP terminal was eventually abandoned by Red River Valley and Western Railroad when it relocated its freight terminal to the former MILW site. As a result, both the MICO connecting curve and a brief section of track remain operational.

Edgeley to Jamestown

The passenger stations between Edgeley and Jamestown included Winal, Franklin, Nortonville, Millarton, Sydney, Kloze, Homer, and State Hospital.

Winal was situated just south of the MICO crossing over the NP Streeter line along 71st Street SE but has since disappeared. Four stops—Franklin, Nortonville, Millarton, and Sydney—were established by a development firm linked to MICO during the railway’s construction phase. Franklin has completely disappeared; Nortonville remains significant (see below). Millarton continues as a small settlement with an abandoned grain elevator near the former station location. Sydney now exists as a solitary farm with traces remaining close to the old station site.

Kloze functioned as the freight endpoint for a surviving segment from Jamestown until 1976, despite most of the line being abandoned in 1969. This tiny community is uniquely accessed by a diagonal roadway running parallel to the railroad grade rather than following the conventional land survey grid pattern. Homer is also a small locale but retains its station site near 39th Street SE and 85th Avenue SE.

Nortonville, North Dakota

Of the eight railroad towns laid out by MICO through subsidiary land development companies, Nortonville is the only one that still maintains a civic presence. Positioned on 59th Street SE west of 80th Avenue SE, it preserves part of its original street grid with 3rd to 6th Avenues and 2nd and 3rd Streets (where 59th Street serves as 1st Street). Nortonville features a Roman Catholic church, two historic grain elevators, and several other older structures. The initial railroad station once stood on the site now occupied by a timber business; it was destroyed by fire in 1930 during the time singer Peggy Lee’s family lived there.

Jamestown city

The line heading toward Wimbledon originated at a triangular wye known as Jamestown Junction, located north of Homer and intersected by 38th Street SE. Moving northward was State Hospital station on 37th Street SE, which included a spur track serving the hospital complex. The track from this point to the former NP junction and spur remains operational for switching purposes.

The original route extended into Jamestown, where it connected with the Northern Pacific Railway. The junction spur begins at 11th Street SE and forms a triangular wye with the NP line running from Jamestown to LaMoure. The terminus established in 1912 was near 10th Street SE; this junction wye still contains track as of 2020. The extension built in 1916 paralleled the NP line to reach the terminal station, depot, and roundhouse located at the east end of 2nd Street SE.

An original wooden bridge constructed by MICO crosses over 17th Street SE just north of where it intersects with the interstate highway.

Jamestown to Wimbledon

The Wimbledon branch extended eastward from Jamestown Junction, crossing over the NP line to LaMoure before veering slightly northeast. Passenger stops along this route included Durkee, Hurning, Johnson, Clementsville, Durupt, Wimbledon, and Frazier.

Durkee, Johnson, Clementsville, and Durupt were all planned as railroad towns by the Dakota Land and Mortgage Company, representing one of the later examples of railway town developments; all four have since become deserted ghost towns.

Durkee was located on 37th Street SE; both its station site and town layout have been erased by cultivation. Just north of Durkee, the railway crosses Interstate 94 via an overpass before passing beneath the NP transcontinental mainline through a narrow bridge spanning a private road. Following this is Hurning at 33rd Street SE—now devoid of buildings but notable for the 1936 Midland Continental Overpass listed on the National Register of Historic Places. Johnson survives only as a solitary farmstead at the crossroads of 30th Street SE. Clementsville features a grain elevator alongside a small farmstead on 26th Street SE; tracks remained in place until 1982 under Soo Line management. Durupt at 22nd Street SE has reverted entirely to farmland with no remaining structures.

Wimbledon city

The MICO line concluded its route in Wimbledon, where it intersected with the Minneapolis, St. Paul and Sault Ste. Marie Railroad (Soo Line). After crossing the main Soo Line track, the MICO featured two reverse-curve spurs linking eastbound and westbound directions. The western curve incorporated a wye at the junction, allowing trains originating from Jamestown to proceed directly into downtown Wimbledon. A brief spur extended to the Wimbledon terminal station located at 401 Railway Street, which was constructed in 1920.

The primary track extended eastward beyond the town to reach the grain elevator situated at Frazier on 16½ Avenue SE. Prior to 1920, the station was positioned north of 7th Street SE, east of 7th Avenue; a former grade crossing there retained a "Railroad Crossing" sign as late as 2013.

Equipment

By the year 1927, the railroad's rolling stock included two steam locomotives, seventeen freight cars, two passenger coaches, and two maintenance vehicles. The rails weighed 65 pounds per yard and were laid on softwood ties. Due to the flat landscape, there was no necessity for major engineering works or significant underpasses.

Passengers

Passenger trains operated along two lines: from Jamestown to Edgeley and from Jamestown to Frazier via Wimbledon. Although Wimbledon served as a terminus, trains actually began and ended their journeys at Frazier, requiring them to reverse direction upon arrival at Wimbledon.

In February 1926, each route offered a single daily round trip: the Edgeley service covered 33.7 miles in 2 hours and 23 minutes; the Frazier route took just over two hours to travel 31.5 miles. Return trips allowed passengers only about twenty minutes in town, indicating that schedules prioritized connections over extended stops.

The railroad focused heavily on linking with major trunk lines: Northern Pacific at Jamestown, Soo Line at Wimbledon, and Milwaukee Road at Edgeley, which connected to its transcontinental line at Aberdeen, South Dakota. Transfers occurred only within the Edgeley station; at Wimbledon and Jamestown, stations were close but lacked integrated transfer facilities.

Sourced

Outbound shipments mainly consisted of agricultural products from local farms, while inbound freight included farm supplies and fuel regularly delivered to the State Hospital. Wheat remained the predominant crop throughout the railroad’s operational period.

By World War II, grain elevators in Frazier accounted for approximately 70% of all grain shipments handled by the railroad. From the postwar years until its closure, freight activity centered around Wimbledon station generated more than half of MICO’s income.

Terminal

Functioning as a terminal railroad for Milwaukee Road from Edgeley, MICO facilitated freight solicitation in both Jamestown and Wimbledon. However, its market reach within North Dakota was relatively limited. Similarly, Northern Pacific focused on Wimbledon markets while Soo Line concentrated efforts on Jamestown and Edgeley areas.

Bridge line

During the 1920s, MICO aimed to establish itself strategically as a bridge route connecting Soo Line and Milwaukee Road networks. Its most significant advertised corridor linked the Canadian Pacific mainline (running Vancouver to Calgary) through Soo Line and MICO to Milwaukee Road at Edgeley, continuing southward via Wabash Railroad routes to Des Moines and St. Louis. Another corridor connected Milwaukee Road’s Pacific Extension through Aberdeen and Edgeley eastward onto Soo Line tracks from Wimbledon; however, this involved short-haul movements by Milwaukee Road that limited Northern Pacific’s interest.

Soo Line utilized MICO as an internal bridge connection between its mainline at Wimbledon and its loop line passing through Wishek and Bismarck. Promotional maps from the 1950s emphasized this linkage by illustrating trackage arrangements with Milwaukee Road running from Edgeley to Monango.

References