Intent upon the idea of building a road of their own directly southward to Chicago, Colby and Finney began surveys for a right-of-way which would take them through the Cities Of Oshkosh, Fond du Lac, and Milwaukee. High bridge tolls and trackage rentals assessed by the C.&N.W. at Menasha compelled the Central to project their southward course through the south border of Neenah, a sister city adjoining Menasha.
Accordingly, construction of the new cut-off around Menasha to Neenah, 1.9 miles long, was begun and quickly completed in 1881. Right-of-way was secured from Neenah to Schleisingerville (now Slinger) 63 miles in length, (The cut-off was a severe blow to Menasha's pride and prestige as it placed Menasha, the birthplace of the Wisconsin Central at the end of a 2 mile spur. (Yet, in loyalty and freight tonnage to the Central, Menasha has continued, through the years, to stand premier among all the Central's Pioneer towns).
Set-up under the corporate name of the Milwaukee & Lake Winnebago R.R., March 24, 1882, the contract for constructing this section of road was awarded to “Colby & Finney, Contractors".
The route of the Central's new extension parallel that of the C.&N.W. from Neenah to Fond du Lac, 30-miles, low level land along the west shore of lake Winnebago thence southward 33 miles to Slinger where the Central was to connect with the C.M.&St.P. with trackage rights for operation of trains into Milwaukee, 32 miles distant.
Colby & Finney, Contractors, completed the Milwaukee & Lake Winnebago December 18, 1882, on which date it was leased for operation to Stewart and Abbot, Trustees for the Wisconsin Central. For building and equipping the M.&L.W., Colby & Finney were paid in securities of that Corporation including all of the capital stock, and Colby was elected President; Finney, General Manager, of the new corporation.
In the operation of trains between Ashland, Stevens Point, and Milwaukee, Slinger became a terminal for certain local freight and passenger train and engine crews, at which point a three stall engine house and a turntable were built during 1882. Regularly assigned Central engine and train crews ran over the C.M.&St.P. between Slinger and Milwaukee, the main line crews tying up at Slinger.
Abandoned as a local terminal in 1887, Slinger retained its engine house and turntable until removed in 1900 after the grade correction work was completed at Cedar Lake. The old turntable pit depression at Slinger may still be observed near the northeast corner of the C.M.&St.P. rail crossing.
Beginning in 1883, the Central was in position to furnish excellent (for the period) passenger service from their northern terminals, Ashland and Chippewa Falls, to Milwaukee on 370 miles of their own main line. Making use of 32 miles of C.M.&St.P, track Slinger to Milwaukee, through passenger trains with sleeping cars passed directly to Milwaukee with out delay at Slinger. Southbound sleepers arriving in Milwaukee were attached to C.M.&St.P. trains for Chicago delivery, and returned in like manner. The Central time freight trains also operated over the C.M.&St.P. rails with a short service stop at Slinger.
The Central owned its own sleeping cars, known as the Woodruff Sleepers, built with lower berths only; the established minimum tariff for a berth, any distance, being $1.50 per person.
In 1883 the Central purchased five new sleeping cars -- the "Ashland", "Waupaca", "Neenah", "Fond du Lac" and "Oshkosh" twelve coaches, in which at the end of each, opposite the safety coal stove, stood the handsome hand painted water urn, and hanging by a thin dainty chain was the polished Pewter drinking cap. Also purchased, were nine new eight wheeler locomotives.
Schedule: Trains No.'s 5 and 6, between Milwaukee and Eau Claire, beginning January 1, 1883. "The Fast Express", daily except Sunday. Trains No.'s 7 and 8 between Milwaukee and Menasha, beginning January 7, 1883. "The Parlor Car Special", daily except Sunday. Heretofore the Central had in service but four passenger trains daily between Eau Claire and Milwaukee; namely, Trains No.'s 1, 2, 3 and 4, which operated between these points via the leased line Milwaukee & Northern Railroad from Menasha to Milwaukee.
With this new equipment and a shortened schedule, the Central train service began to challenge that of competitors. The C.M.&St.P. and “Omaha” which hauled Central traffic from Eau Claire to St. Paul, began a systematic program of obstruction and resistance to the Central's progress.
Early in 1885 local train service was established on the "West End" (a term applied to the Chippawa Falls - St. Paul Division) and later in 1885 through passenger trains with sleepers were operating between St. Paul and Milwaukee, much to the discomfiture of the C.M.&St.P.
At Milwaukee, the C.M.&St.P. refused to handle the Central sleepers to and from Chicago.
Again there were arguments, injunctions and threats of law suits, the C.M.&St.P. holding the position of advantage in Milwaukee terminal facilities and trackage from Slinger to Milwaukee, for which the Central was paying dearly.
In April 1885 the C.M.&St.P. finally succeeded in preventing the Central’s through St. Paul sleepers from going out over its line. A month later the C.M.& St.P. submitted to the demands of the Central and allowed traffic to proceed as prescribed in the original trackage agreement. In July 1885 the feud again flared hotter than ever, and giving up all expectation of reaching an amicable settlement, the Central proceeded to build its own line into Chicago. The Central lost no time in preparing to extend its line southward from Schleisingerville to Chicago. Right-of-way was secured through the city of Waukesha to West Madison Street at Altenheim (now Forest Park) 10 miles west of Chicago's loop district; a total distance of approximately 114 miles.
The project went forward under the name of the Chicago, Wisconsin & Minnesota R.R. Co., incorporated in Wisconsin August 19, 1885.
The Chicago, Wisconsin & Minnesota was the result of a consolidation of the Chicago & Wisconsin R.R. incorporated March 27, 1884 in Illinois, and the Chicago, Wisconsin & Northern R.R. incorporated March 27, 1884, in Wisconsin; the formation of the two latter corporations being a necessary conformation to the laws of both states.
Contract for building the line complete, except Howe truss bridges, was awarded to Colby & Finney, contractors.
Construction crews and equipment worked from both directions, and despite the severe winter, the crews met and joined the rails in the sector northeast of Antioch , Ill., early in February 1886. During the grading and early construction in 1885, entrance to Chicago with proper terminal facilities seemed assured, but untoward situations deemed otherwise.
It took five months and the expenditure of many millions of dollars before the Central was able to move into its own Chicago Terminal. The first trains from Chicago into Wisconsin left the terminal July 19, 1886.
During the interim, February to July 1886, the Central built extensive railroad yards and three freight houses at Altenheim, which took on the aspects of a complete terminal. Chicago newspaper hinted that the Wisconsin Central probably would approach no nearer the lake than this spot on the prairie nine miles west.
It was not until December 1888 that the Central was able to enter its beautiful Grand Central Station at Harrison and Fifth (later Wells).