The MILW gained significant traffic as the result of conditions set forth in the BN merger.
Looking at dispatchers sheets, traffic grew to an average of 5 trains a day each way. However,
management refused to budget increased track maintenance needed to support this additional traffic and the increased use of 100 ton cars that came about at the same time. Further, it was revealed only recently that MILW was using incorrect accounting procedures that was over costing the Pacific Extension causing it to show losses when it was in fact making money on the new post 1970 traffic. Also at this time, MILW chose to form a holding company and spin off other operations at the expense of the railroad (new stand alone companies cost the MILW, but didn't return their profits back to the MILW). Before long, the new traffic beat up the track so badly that derailments became common and speeds were reduced and eventually the FRA ordered all of the Pacific Extension to a 10 MPH speed limit, with only a handful of exceptions. Had deregulation come about 4 years sooner, it is quite likely the MILW would be around today. Deregulation reinvigorated rail management nation wide and the MILW would likely done so as well. With it's shorter route east, it's clearances already good for double stacks and it's Tacoma Yard at the heart of overseas container traffic, it's quite likely they MILW would be around today. (Yeah, I've oversimplified things a bit, but it would take a large book to get all the required details.)