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The Toledo News-Bee Jan. 29, 1929
FOOT-BRIDGE FIGHT OPENED BEFORE HAHN

Railroad Wants Span Raised, City Seeks Repairs Only.

Whether work to be completed on the foot bridge over the Ann Arbor railroad tracks at Riverside park is the nature of repair or reconstruction may depend on a decision to be returned soon by Federal Judge George P. Hahn in an injunction proceeding brought against the city by the Ann Arbor Railroad Co.

Judge Hahn took the case under advisement Tuesday.

If the bridge is to be rebuilt it must be raised to a higher level over the tracks, and North Toledoans have voiced their protest of the higher span on the grounds it will obstruct their view of the Maumee river.

Following a hearing in federal court late Monday Judge Hahn ordered counsel for the city and the railroad company to file briefs in the injunction proceeding thru which the railroad seeks to prevent the repairs of the span by the city.

The Owosso Argus-Press Feb. 1, 1929
STATE IS WORKING ON CROSSING SIGNAL PLAN

Mayor W. A. Seegmiller this morning received a reply to his communication sent to the public utilities commission recently asking for the installation of flash signals lights at three railroad crossings in and near Owosso where several accidents have occurred.

The letter stated that commission is trying to work out some method whereby the cities, villages, railroads and the state would co-operate in the erection of these signals at all dangerous crossings. It added that such a program would require considerable time to work out, and asked that the mayor be patient in relation to the proposed signals here.

The crossings for which the signals are sough are the signals the Ann Arbor railroad at Washington street; the Ann Arbor at West Main street and the Grand Trunk on M-21 just west of the city.

The Owosso Argus-Press Feb. 22, 1929
Wanted to Help Ann Arbor

The meeting was arranged by those who were interested in saving the Ann Arbor railroad yards to the city of Owosso, as an industrial institution worth keeping here, Matthews said. The Chamber of Commerce, it will be recalled, has deeded land to the railroad east of the city, where the Ann Arbor expects to build its new yards.

It was agreed that a new road would be built both west and east, so that those living south of the railroad tracks could get to Owosso and Corunna without inconvenience. It was stipulated in the road to the west and east, provided an outlet to take place of the Aiken road were opened,the township board would consent to the closing of the Aiken road. A big hole near Owosso's eastern city limits was filled in, and the road built and opened. Now the Caledonia township board has asked an injunction to prevent the Ann Arbor and Grand Trunk railroads from closing the Aiken road. The railroads have torn up the planking on the road crossing their tracks.

Board Starts Suit

“Now this same township board which agreed to the closing of Aiken road if the new road was opened, has signed a bill of complaint throwing the matter into chancery court to get an injunction to prevent the thing they agreed upon,” said Mr. Matthews. “There have been three or four contracts made between the Ann Arbor and the Chamber of Commerce from time to time which bind the Chamber of Commerce to protect that road and therefore fight this lawsuit.”

Matthews declared that as far as he knew the Chamber of Commerce had carried out their part of the agreement, and ended by saying, “If we can get a better feeling we will be grateful.”

Lobdell Emery Manufacturing Company, Complainant, v. Detroit & Mackinac Railway Company, Pere Marquette Railway Company, The Ann Arbor Railroad Company, The Michigan Central Railroad Company, Defendants. D-2258. March 19, 1929. SUPPLEMENTAL ORDER NO. 2

The Commission in this case has previously held that complainant was entitled to reparation, the amount of which could not be deter mined at the time of the issuance of its order in the matter. The interested parties have now filed in conformity with the Commission's decision, a statement showing a list of shipments of lumber from Onaway, Michigan to Alma, Michigan, routed via the Detroit & Mackinac Railway Company and the Pere Marquette Railway Company, upon which reparation is based. This statement is certified to by complainant and defendant, Detroit & Mackinac Railway Company, as being correct. Now, THEREFORE, IT IS HEREBY ORDERED, That the defendants be and they are hereby authorized and directed to pay jointly as each participated in the traffic, to the Lobdell Emery Manufacturing Company, with principal offices at Alma, Michigan, the sum of Four Thousand Nine Hundred Eighty-Three Dollars and Fifty-six Cents ($4,983.56), with interest at six per cent (6%) per annum, as formal reparation in connection with the shipments that were transported and involved in the above entitled matter and are more specifically set forth in said certified statement. MICHIGAN PUBLIC UTILITIES COMMISSION.

In the matter of the application of Grover C. Dillman, State Highway Commissioner for the State of Michigan, for an order determining the necessity for a grade separation on relocated U. S. Highway No. 31 with the tracks of the Ann Arbor Railroad Company in the Village of Benzonia and for the approval of an agreement entered into by and between the State Highway Commissioner and the Ann Arbor Railroad Company for such grade separation. 7077-486. March 21, 1929.

Application having been received from Grover C. Dillman, State High way Commissioner for the State of Michigan for an order of this Com mission determining the necessity for a grade separation of U. S. High way No. 31 as relocated with the tracks of the Ann Arbor Railroad Com pany in the Village of Benzonia, and for the approval of an agreement for such grade separation, which agreement was entered into on the 24th day of January, 1929 by and between Grover C. Dillman, State Highway Commissioner for the State of Michigan and J. E. Taussig, President of the Ann Arbor Railroad Company, and submitted to this Commission on March 16, 1929, for its consideration and approval; In said application this Commission is advised that the present grade crossing in the Village of Benzonia is exceedingly dangerous as the highway from the south approaches on a steep grade with a winding alignment, and by relocating said highway and crossing approximately, eleven hundred (1100) feet easterly from the present grade crossing, will greatly improve the alignment and grade, and will provide for the separation of the grades by carrying U. S. Highway No. 31 over the tracks of the Ann Arbor Railroad ; In said agreement it is set forth : “It is deemed mutually desirable and necessary by both parties hereto, that the relocated highway cross over the tracks of the railroad by means of a grade separation structure.” This Commission after due consideration of this matter, has concluded that for greater safety to traffic both on the highway and the railroad passing over the relocated crossing of U. S. Highway No. 31, with the tracks of the Ann Arbor Railroad, that the grades should be separated and the highway cross over the tracks of the railroad by means of grade separation structure, and have further concluded that the cost and expense for such grade separation be according to the terms of said agreement and according to the plans and specifications attached thereto and considered an integral part thereof; THEREFORE, IT IS HEREBY ORDERED, By the Michigan Public Utilities Commission, that for greater safety to traffic both on the Ann Arbor Railroad and on U. S. Highway No. 31 as relocated, crossing the tracks of the Ann Arbor Railroad in the Village of Benzonia, that such crossing be made by means of a grade separation carrying U. S. Highway No. 31 over the tracks of the Ann Arbor Railroad, and IT IS FURTHER ORDERED, That the cost and expense for such grade separation be according to the terms of said agreement of January 24, 1929 which agreement is hereby approved and ordered placed on file in the offices of the Michigan Public Utilities Commission as file 7077. 486. MICHIGAN PUBLIC UTILITIES COMMISSION.

The Toledo News-Bee June 6, 1929
FOOT BRIDGE OVER ANN ARBOR TO COST $2400

Schroeder Gives Order for Riverside Park Span

Service Director William H. Schoerder issued orders Thursday for reconstructing the footbridge over the Ann Arbor railroad tracks in Riverside park at a cost $2400.

Appropriation for the work was authorized by council many months ago but the railroad company restrained the city from proceeding with the project by securing an injunction. The company contended that the bridge bridge clearance should be raised when the reconstruction was done. The injunction recently was dismissed at the city's request.

Michigan Manufacturers Association, Complainant, vs. Ann Arbor Rail road Company, et al., Defendants. D-2248. June 26, 1929. Detroit Board of Commerce, Complainant, vs. Ann Arbor Railroad Company, et al., Defendants. D-2248 Sub. 1. June 26, 1929. Saginaw Board of Commerce, Bay City Chamber of Commerce, Complain. ants, vs. Ann Arbor Railroad Company, et al., Defendants. D-2248 Sub. 2. June 26, 1929. Lansing Chamber of Commerce, Complainant, vs. Ann Arbor Railroad Company, et al., Defendants. D-2248 Sub. 3. June 26, 1929. Battle Creek Manufacturing Association, Complainant, vs. Ann Arbor Railroad Company, et al., Defendants. D-2248 Sub. 4. June 26, 1929. Kalamazoo Chamber of Commerce, Complainant, vs. Ann Arbor Railroad Company, et al., Defendants. D-2248 Sub. 5. June 26, 1929. Albion Chamber of Commerce, Jackson Chamber of Commerce, Complain ants, vs. Ann Arbor Railroad Company, et al., Defendants. D-2248 Sub. 6. June 26, 1929. Pontiac Board of Commerce, Complainant, vs. Ann Arbor Railroad Company, et al., Defendants. D-2248 Sub. 7. June 26, 1929. Greater Muskegon Chamber of Commerce, Complainant, Manufacturers Traffic Bureau, Spencer Smith Machine Company, Interveners, vs. Pere Marquette Railway Company, et al., Defendants. D-2166. June 26, 1929. Manufacturers Traffic Bureau, Complainant, Greater Muskegon Chamber of Commerce, Spencer Smith Machine Company, Interveners, vs. Pere Marquette Railway Company, Defendant. D-2167. June 26, 1929.

OPINION

By the Commission: These matters were submitted upon complaints filed by the various commercial organizations in behalf its members, and a number of intervening corporations who are engaged in the production of commodities in which the various iron and steel articles form a very important part. It is alleged that in Michigan the existing rates charged by defendant carriers on iron and steel articles moving in carloads, intrastate traffic, are unjust, unreasonable, unjustly discriminatory, and unduly preferential. Docket No. D-2167 involves a proposed increase in the rate on iron and steel castings and forgings from Benton Harbor and St. Joseph, Michigan to Lansing and Detroit, Michigan, which has been voluntarily suspended from time to time, and now until July 31, 1929. We are asked to prescribe just and equitable rates for the future. Reparation is sought in several instances. Our cases were heard jointly with the Interstate Commerce Commission in connection with similar complaints filed with said Commission involving interstate rates on the same commodities in Official Territory (No. N By the Commission: These matters were submitted upon complaints filed by the various commercial organizations in behalf its members, and a number of intervening corporations who are engaged in the production of commodities in which the various iron and steel articles form a very important part. It is alleged that in Michigan the existing rates charged by defendant carriers on iron and steel articles moving in carloads, intrastate traffic, are unjust, unreasonable, unjustly discriminatory, and unduly preferential. Docket No. D-2167 involves a proposed increase in the rate on iron and steel castings and forgings from Benton Harbor and St. Joseph, Michigan to Lansing and Detroit, Michigan, which has been voluntarily suspended from time to time, and now until July 31, 1929. We are asked to prescribe just and equitable rates for the future. Reparation is sought in several instances. Our cases were heard jointly with the Interstate Commerce Commission in connection with similar complaints filed with said Commission involving interstate rates on the same commodities in Official Territory (No. N By the Commission: These matters were submitted upon complaints filed by the various commercial organizations in behalf its members, and a number of intervening corporations who are engaged in the production of commodities in which the various iron and steel articles form a very important part. It is alleged that in Michigan the existing rates charged by defendant carriers on iron and steel articles moving in carloads, intrastate traffic, are unjust, unreasonable, unjustly discriminatory, and unduly preferential. Docket No. D-2167 involves a proposed increase in the rate on iron and steel castings and forgings from Benton Harbor and St. Joseph, Michigan to Lansing and Detroit, Michigan, which has been voluntarily suspended from time to time, and now until July 31, 1929. We are asked to prescribe just and equitable rates for the future. Reparation is sought in several instances. Our cases were heard jointly with the Interstate Commerce Commission in connection with similar complaints filed with said Commission involving interstate rates on the same commodities in Official Territory (No. N By the Commission: These matters were submitted upon complaints filed by the various commercial organizations in behalf its members, and a number of intervening corporations who are engaged in the production of commodities in which the various iron and steel articles form a very important part. It is alleged that in Michigan the existing rates charged by defendant carriers on iron and steel articles moving in carloads, intrastate traffic, are unjust, unreasonable, unjustly discriminatory, and unduly preferential. Docket No. D-2167 involves a proposed increase in the rate on iron and steel castings and forgings from Benton Harbor and St. Joseph, Michigan to Lansing and Detroit, Michigan, which has been voluntarily suspended from time to time, and now until July 31, 1929. We are asked to prescribe just and equitable rates for the future. Reparation is sought in several instances. Our cases were heard jointly with the Interstate Commerce Commission in connection with similar complaints filed with said Commission involving interstate rates on the same commodities in Official Territory (No. 17,000 Rate Structure Investigation, Part 6, Iron and Steel Articles). We have conferred with the Interstate Commerce Commission, and the dis position of this case herein made is the result of such joint conferences, it being the object of this Commission in the general revision of this par ticular rate structure to bring such rates into full harmony with the interstate rates prescribed. The Interstate Commerce Commission, on June 3, 1929, made and filed a report containing its findings of fact and conclusions thereon in the above mentioned case, which said report is hereby referred to and made a part hereof, and will hereinafter be referred to as the “Interstate Report.” Practically all of the complaints in our cases attack the rates on iron and steel articles as are applied between points within the State of Michigan; however, as no carrier operating within the Upper Penin sula of Michigan was made a party defendant, and no evidence with respect rates within the upper Peninsula or between the Upper and Lower Peninsulas of Michigan was submitted, therefore, this report will be confined to the rates applicable within the Lower Peninsula of Michigan. The record indicates that Michigan shippers are satisfied with the revised list of articles generally included in the so-called manufactured iron and steel lists in Official Territory, and, therefore, this report will be confined to the articles enumerated in Appendix C in the Interstate Report. After due consideration of the matter as submitted, and the report of the Interstate Commerce Commission dated June 3, 1929, which said report, as to its findings of facts, is hereby adopted by this Commission insofar as the same is applicable, and having in mind that the parties are in accord that the level of the rates on the commodities considered should be uniform both as to interstate and intrastate traffic; the Com mission finds that the rates applicable on the iron and steel articles shown in Appendix C of the report of the Interstate Commerce Commis sion, dated, June 3, 1929, were not and are not, but for the future will be, unjust and unreasonable to the extent that they exceed or may exceed the rates in cents per hundred pounds set forth in Appendix F of the Interstate Report dated June 3, 1929, carload minimum weight, forty thousand (40,000) pounds, which rates and minimum weight we find to be just and reasonable for application in the future, between points in the Southern Peninsula of Michigan upon intrastate traffic. Reparation is denied. We further find that in the application of the distance rates herein precribed, distances shall be computed on the basis of the shortest routes over which carload traffic can be moved without transfer of lading. An appropriate order will be entered. MICH IGAN PUBLIC UTILITIES COMMISSION

The Owosso Argus-Press July 8, 1929
RESULT OF WRECK

Foreman of P. M. Wrecking Crew Dies of Injuries Sustained on A. A. R. R. Job

A. C. Craighead, superintendent of the Ann Arbor railroad, and George Treacy, foreman, arrived home yesterday from Pomona, 38 miles west of Cadillac, where an Ann Arbor freight train was wrecked early on the morning of July 4, when it ran into a washout, killing William Garvin,engineer, and fatally scalding C. Crawford, fireman, both of Mt. Pleasant.

They brought back the story of a third fatality as the result of the wreck. Albert Dolsen, foreman of the Pere Marquette wrecking crew died in the hospital at Traverse City Friday night as the result of being crushed between the wrecker and a wrecked car early that morning. The P. M. wrecking crew was working on one end of the wreck and the Ann Arbor crew on the other. Mr. Treacy witnessed the accident that caused Dolsen's death.

Franklin Foss of this city, head brakeman of the wrecked train, who was terribly scalded, is recovering as rapidly as could be expected, according to word received from the Cadillac hospital this morning at the division headquarters here. He is now able to take nourishment.

The last of the wreckage was expected to be cleared up today.

Michigan Manufacturers Association, Complainant, vs. The Ann Arbor Railroad Company, et al, Defendants, and Related Cases in D-2248 Sub. 1-2-3-4-5-6-7, D-2166 and D-2167. D-2248. September 19, 1929.

Upon petition of defendants in the above entitled matters the Com mission is requested to postpone the effective date of our order dated June 26, 1929 from October 20, 1929 to December 20, 1929 and for good cause shown; Now, THEREFORE, IT IS HEREBY ORDERED, That the effective date of the said order be and it is hereby postponed from October 20, 1929 to December 20, 1929 upon statutory notice. IT Is FURTHER ORDERED, That in all other respects said order of June 26, 1929 shall remain in full force and effect. MICHIGAN PUBLIC UTILITIES COMMISSION.

The Toledo News-Bee Oct. 18, 1929
Every mode of transportation will be called into use Saturday. The Ann Arbor railroad will run more special trains than ever before in the history of the annual Ohio State-Michigan football battle.

MANY SPECIAL TRAINS

Two trains, one an all-Pullman, the other composed of day coaches, will leave at 12:30 p. m. Saturday from Cherry street station, running direct to the stadium and returning to Toledo as soon as the final gun cracks.

Officials of the road announced that seven special trains will be routed from Columbus thru Toledo, five from Detroit to Ann Arbor and one from Cadillac, Mich.

In the matter of the application of the Detroit, Toledo & Ironton Railroad Company for authority to discontinue passenger service at Dundee and Rea, Monroe County; and Britton, Ridgeway, Tecumseh, Adrian, Sand Creek and Bimo, Lenawee County, Michigan. D-2485. October 25, 1929.

After due notice to Longley & Middleton, Attorneys, Detroit, Toledo & Ironton Railroad Company, Detroit, Michigan; Hon. Frank Andrews, Mayor of Adrian, Adrian, Michigan; Village President, Tecumseh, Michigan; Village President, Dundee, Michigan; Village President, Britton, Michigan; Charles Wilson, Supervisor, Dundee Twp. R. R. No. 4, Dundee, Michigan; Walter L. Exelby, Supervisor, Ridgeway Twp. Britton, Michigan; Emery E. Haviland, Postmaster, Ridgeway, Michigan; John S. Osborne, Supervisor, Madison Twp. Adrian, Michigan; Anne M. Olson, Postmaster, Sand Creek, Michigan; Clare C. Fauver, Supervisor, Seneca Twp. Morenci, Michigan, this matter in conformity with said notice was brought on for hearing before the Michigan Public Utilities Commission at its offices in the City of Lansing on the 16th day of October, 1929, at which time the Detroit, Toledo & Ironton Railroad was represented by Attorney C. V. Longley and C. C. Straub, Secretary and Treasurer of the Detroit, Toledo & Ironton Railroad Company. No one appearing in opposition to said application. The Commission, after due consideration of the testimony and exhibits offered in this matter, has concluded that the passenger train earning which shows a total deficit, or net loss, of $313,600.64 for the years 1924 to 1928 inclusive, is not justified in denying said application; THEREFORE, IT IS HEREBY ORDED, By the Michigan Public Utilities Commission that permission be and the same is hereby granted to the Detroit, Toledo & Ironton Railway Company to discontinue passenger service at Dundee, and Rea in Monroe County; and Britton, Ridgeway, Tecumseh, Adrian, Sand Creek and Bimo, in Lenawee County; and IT IS FURTHER ORDERED, That when filing schedules relative to passenger train service, amending tariffs applicable to intrastate commerce, to and from the points above mentioned, such schedules shall refer to this order by date and docket number, and such schedules may be made effective upon notice to this Commission and to the general public by not less than thirty (30) days filing and posting in the manner prescribed by law. MICHIGAN PUBLIC UTILITIES COMMISSION.

The Toledo News-Bee Nov. 4, 1929

RAIL MERGER MAKES TOLEDO TRUNK LINE HUB

Acquisition of Pittsburgh & West Virginia Road by the Pennsy Interest Announced

TAPLINS SELL STOCK

Deal puts City on Two Seaboard Routes; I. C. C. Studies Transaction

Establishment of a fifth trunk line with Toledo as the hub of operations, became a step nearer Tuesday with the announcement that the Pennroad corporation, formed by interests which control the Pennsylvania line, had acquired the Pittsburgh & West Virginia railroad.

This line, which had been sought by the Van Sweringens and the the Baltimore & Ohio, is an important link in the proposed seaboard to Kansas City route known as the Wabash plan, backed by the Pennsylvania lines, which control the Wabash.

TAPLANS IN SALE

The Pennroad corporation was said to have financed the deal with a $50,000,000 stock offering. Actual control, it was said, has been obtained by purchasing the holdings of Frank E. and Charles F. Taplin, chairman and general counsel, respectively of the Pittsburgh & West Virginia.

With the Pennsylvania lines in control of the Pittsburgh & West Virginia, the Wabash and indirectly the Ann Arbor, it will have a seaboard to Kansas City route operating thru Toledo.

TWO ROUTES

The southern traffic will come thru here over the Wabash, and the northwest traffic will come thru Toledo and over the Ann Arbor to the east shores of Lake Michigan, where cross-lake shipment will avoid the congested terminals of Chicago.

The interstate commerce commission has the Pennroad transaction under scrutiny to determine whether the Clayton act would be invoked to cancel the purchase, but railroad authorities were of the opinion that the law has no control over individuals or non-carrier organizations such as the Pennroad corporation.

The Toledo News-Bee Nov. 6, 1929
RAIL WARFARE SEEN IN ACTION

Pennroad Acquisition of Road Viewed as New Move on Van Brothers

Action of the Pennroad Corporation, composed of Pennsylvania railroad interests, in acquiring control of the Pittsburgh & West Virginia railroad was regarded Wednesday as a declaration of war by the Pennsylvania

group against the Van Sweringens.

Acquisition of control in the Pittsburgh & West Virginia line, which was announced Tuesday, was another step toward the Wabash plan, which would provide a fifth trunk line thru Toledo.

INQUIRY PROBABLE

The Wabash is controlled by the Pennsylvania. The Wabash, in turn controls the Ann Arbor lines.

The interstate commerce commission has contemplated an investigation of the Pennroad corporation for several months and the latest transaction of the railroad financing corporation was expected to force speedy action.

The Pennroad has gained control of the Pittsburgh & West Virginia lines by purchasing holding of the Taplins.

TAPLINS IN PICTURE

The purchase eliminates the Taplins as direct opponents of the Van Sweringens, but transfers their warfare to the more powerfully entrenched Pennsylvania railroad.

The Taplins have consistently fought the Van Sweringens and their most recent fight was to prevent the Wheeling & Lake Erie railroad, in which they had interests thru the Pittsburgh & West Virginia holdings, from entering the Union terminal at Cleveland.

The Owosso Argus-Press Nov. 11, 1929
URGES ACTION TO PREVENT WRECKS

Washington, D. C., Nov. 11 (AP) – Recommendation that steps be taken to prevent future washout on the Ann Arbor railroad near Pomona, Mich., similar to that which resulted in an accident causing the death of three employes, July 4, was made to the Interstate Commerce Commission today by the bureau of safety. It was pointed out that trouble from this cause had occurred at the same point previously and it was advocated that either the culvert be enlarged or other means of controlling flood waters be adopted.

The Owosso Argus-Press Nov.21, 1929
PAINT, COACH REPAIR SHOP DESTROYED BY BLAZE LAST NIGHT

Heaviest Loss Incurred by Destruction of Parvin's Private Car, Cafe Coach

30 MEN ARE MADE IDLE

Not Known Today Whether Structure Will Be Rebuilt, It is Stated

A loss estimated by officials at $110,000 was entailed by a spectacular fire which early last night destroyed the paint and coach repair shops of the Ann Arbor Railroad Co., and endangered other buildings. The loss, it is said, is covered partially by insurance.

The heaviest loss incurred by the destruction of the “Toledo,” the private car of Victor Parvin, general manager which was valued at between $35,000 and $40,000, and a cafe car, worth, it is said, $25,000. In addition there were destroyed two cabooses, and two engine tenders.

The blaze endangered shops buildings in the group of shops, as well as strings of freight cars standing on the sidings. Three cars did catch fire and were badly damaged but switch engines pulled the rest of them out of the danger zone.

How the fire started is unknown, as no one is employed in the building at night, although there are numerous workmen in the other buildings. The blaze was discovered by Holden Watson, a city teamster, who lives across the street to the south. He stepped out on his side porch a few minutes after 8 o'clock and saw flames in the southwest corner of the building. At that time, he said, the flames covered an area about 8 feet long. Not having a telephone, he asked neighbors to call the fire department. At about the same time, someone else saw the fire and also called the department, while a third party pulled a box.

When the apparatus neared the firemen could see flames lunging into the air and when they arrived in the yards, the entire roof of the building was on fire and burning fiercely. The structure which was frame, old, and dry as tinder, burned like kindling wood, and it was not long before the flames were leaping high in the air, and roaring angrily as they spread to all parts of the building. Great billows of smoke rolled skyward and myriads of sparks were carried to the north by the wind. Explosions of barrels of paint frequently punctuated the blaze.

Luckily the wind was in the right direction to carry the flames and sparks away from the other buildings. The sounding of the alarm, followed by the illumination of the skies by the flames, drew hundreds of people to the scene.

The fire department laid four lines of hose and attacked the blaze from all sides, but so fiercely did the fire burn that the water seemed to have no effect, until the building had virtually burned down. So rapidly did the fire spread that there was not an chance to get any of the coaches out of the building. All were in the structure for painting and repairs.

The building also housed the office of George Treacey, general foreman, which was located in the northwest corner. Mr Treacey was in the dispatchers' office at the depot when the fire broke out and rushed to the scene. With the aid of Thomas Campbell, an employe, he succeeded in saving some valuable blueprints and other records but a number of records were lost. The two men remained in the office, salvaging what they could, until the flames were menacing them and they were ordered out by firemen.

The building destroyed was about 80 feet wide by 200 feet long.

25 Men Employed in Shop

Between 25 and 30 men were employed in the building, and they were out of work this morning. Whether the structure will be rebuilt was not known at the railroad offices this morning. Officials of the Ann Arbor and the Wabash railroads at Decatur, Ill., and St. Louis, Mo., were notified of the fire this morning. Mr. Parvin was in Chicago and he also was notified.

Although the worst of the fire lasted only about an hour, firemen continued to throw water on the ruins until after 12 o'clock last night. After the fire had been extinguished, all that was left was a few blacken timbers, and the remains of the coaches and tenders.

James Butler, superintendent of the motive power, who was the Episcopal Church when the fire broke out, was on the scene shortly afterward, and with Mr. Treacey watched the blaze. Both men expressed themselves as well satisfied with the manner in which the fire was handled by the fire department. There was ample pressure at all times.

The Toledo News-Bee Nov. 21, 1929
CAR SHOPS BURNED

Ann Arbor R. R. at Owosso Hit by $125,000 Blaze

Owosso, Mich., Nov. 21 – One of the largest fires ever in Owosso struck the Ann Arbor car shops Wednesday night, with a damage estimated at $125,000.

The blaze followed a series of explosions that were felt for miles. The explosion was caused by turpentine.

The Owosso Argus-Press Dec. 11, 1929
CAR HITS ENGINE THREE ARE INJURED

Accident Occurs at Ann Arbor Crossing on Washington Street Early Today.

Three men were injured, but not seriously, at an early hour this morning when the carin which they were riding, struck a switch engine on the Ann Arbor railroad at the Washington street crossing. They were taken to Memorial Hospital where their injuries, mostly cuts, were treated, and they were discharged.

The official report of the accident stated that the car was traveling about 20 miles an hour, and that it struck the rear end of the switch engine, which was backing over the crossing. The automobile was damage considerably and the locomotive was slightly damaged.

Ludington Daily News Dec. 20,1929 (AP)
To Build Car ferry, Largest on Lakes

MANITOWOC, Wis., Dec. 23 – Plans to construct a $1,00,000 carferry, the largest on the Great Lakes, were revealed here today when it became known that bids will asked this winter by the Ann Arbor railroad.

The ferry will be 425 feet long and will have room for 35 freight cars. It will be 45 feet longer than the Wabash, the present flagship of the Ann Arbor fleet.

The Owosso Argus-Press Dec. 31, 1929

the greatest number of cars ever ferried across in one month.

The company also made a new high record in the matter of car miles per day during the month of March, when it averaged 50.3 miles per day for all cars, the highest previous record being 45.6 miles per day in November, 1928.

For the entire year, the road expected to establish a new high record in the total number of cars ferried across Lake Michigan and, in so doing, probably for the first time in history, exceed 100,000 cars. For the first 10months of 1929, the company ferried 88,646 cars, while in first 10 months of 1928, 82,251 cars were ferried.

The road's motive power and freight equipment was declared to never been in better shape than at the close of 1929. All of the freight and passenger engines, except those actually in the “back shop” for repairs, are in 100 per cent condition for service. The general general maintenance of the freight equipment was such on July 1 that the company was able to take out of its regular supply nearly 300 box cars, which were fit for loading grain, to be sent to the Kansas wheat fields to assist in the huge grain movement. In line with the general policy of maintaining its freight equipment in this condition, the road entirely rebuilt 100 box cars during the year at its Owosso shops, and in addition, the company had approved the building of 100 new hopper coal cars, 60 of which were to have been in service on January 1.

Tracks Improved

During 1929,the company continued its regular program of improving its tracks, which included the application of 27 miles of washed gravel ballast and 15 miles of new rail. The company also inaugurated the plan of widening it right-of-way so that the standard width would be 20 feet instead of 16 as formerly.

During the past year, the company was able to maintain a very excellent record in the handling of its through freight trains between Manitowoc, Wis.; Kewaunee, Wis.; Menominee, Wis., and Manistique, Mich., on the west side of Lake Michigan, and Toledo, O., Milan, Ann Arbor, Owosso, and and other intermediate points on the railroad; and, in addition to maintaining previous schedules, the road inaugurated new through westbound schedules in connection with the C. & N. W. railroad so as to give continuous through movement from points east and all points on the Ann Arbor to Sheboygan, Wis.; Milwaukee, Kenosha, Wis.; Butler, Wis.' Racine, Wis., and other large industrial centers located between Manitowoc and Chicago.

Give Special Service

The road continued to have a very large movement of special trains for all of the large football games at Ann Arbor. For the Ohio game, it handled 13 special trains; the Harvard game 12 special trains and the Iowa game 10 special trains. In each case it handled all trains in and out of Ann Arbor on time and without any delay. The outbound trains after the game started to leave Ann Arbor within 20 minutes after the game was over and in the case of the Ohio game, where it had 13 specials, all trains had moved out of Ann Arbor in one hour and 38 minutes. Realizing the important of the prompt departure of trains from Ann Arbor following the game, officials contemplated during the coming year the installation of more automatic block signals between Milan and Ann Arbor at a cost of approximately $45,000 which will enable it to handle at 13 trains out of Ann Arbor in one hour and with greater degree of safety.

The movement of tourists' automobile and passengers across Lake Michigan on the car ferries during the past year was said to have been very satisfactory. While the company greatly reduced its rates on both automobiles and passengers, it had an increase of about 33 per cent in the number, with the total revenue being about the same as in 1928,due to the rate decrease.

The past year has seen some changes in the official personnel of the Ann Arbor, Mr. Parvin having been promoted to general manager, while A. C. Craighead, senior trainmaster was elevated to the position of superintendent. His position was filled by promoting Lloyd Burgess, from junior trainmaster, while William Byerly was promoted from road foreman of engines to junior trainmaster.

In the matter of the application of the Village of Dundee for an order of this Commission requiring the installation of a suitable signal at the Monroe Street Trunk Line No. 50 crossing of the Ann Arbor Rail road in the Village of Dundee. 7077-331. December 12, 1929

An inspection of the premises in question having been made by Inspect or Hughes of this department in company with representatives of the Village of Dundee, the Ann Arbor Railroad Company and the State High way Department and it is recommended that flashing light signals be maintained at said crossing to warn traffic of the approach of engines and trains; and further recommend that the expense for such installation be borne share and share alike by the railroad company and the Village of Dundee, the railroad company to maintain the signals. Upon receipt of said report the matter was taken up with the Village of Dundee requesting them to advise if they were willing to join on a 50-50 basis with the railroad company for the installation of flashing light signals at this crossing, to which reply was made that they had no money in the treasury to meet such expense, and the matter was then taken up with the State Highway Commissioner for the purpose of being advised if his department would not join with the railroad company in installing flashing light signals at this crossing. The Commission is now in receipt of a communication from Grover C. Dillman, State Highway Commissioner, advising that in view of the financial situation of the Village of Dundee, and the necessity for flashing light signals at said crossing, that he is agreeable to participating equally with the railroad company for such installation. This Commission after due consideration of this matter has concluded that the safety to traffic passing over said crossing reasonably demands additional protection and in view of the willingness of the State Highway Commissioner to join in the expense for the installation of flashing light signals on a 50-50 basis with the railroad company, has concluded that an order be issued requiring such signals. THEREFORE, IT IS HEREBY ORDERED, That you the Ann Arbor Railroad Company within ninety (90) days from date hereof cause to be installed and thereafter effectively maintained and operated a track circuit flash ing light signal system of the side of the street type at the Monroe Street Trunk Line No. 50 crossing of your railroad in the Village of Dundee, to warn traffic of the approach of engines and trains on the main line; and IT IS FURTHER ORDERED, That such signals be constructed according to attached plans and specifications; and IT IS FURTHER ORDERED, If at any time said signals become inoperative or cease to work, that you immediately station a watchman at said crossing to warn traffic of the approach of engines and trains until such signals are restored to working order; and IT IS FURTHER ORDER, That the cost and expense for the installation of such signals be borne share and share alike by the State Highway De partment and the Ann Arbor Railroad Company, the Ann Arbor Rail road Company to maintain such signals at its sole expense. MICHIGAN PUBLIC UTILITIES COMMISSION.

Holland -St. Louis Sugar Company , Complainant , vs. Grand Trunk Western Railway Company , The Ann Arbor Railroad Company , Pere Marquette Railway Company , Defendants . Informal Docket No. 290 . December 31 , 1929

This matter is before the Commission upon application of the above named defendants requesting that we authorize the payment of one hundred seventy -seven dollars ( $ 177.00 ) to the above named complainant as reparation in connection with three (3 ) carloads of Sugar Beets moving from Schoolcraft, Michigan to St. Louis , Michigan , shipments being delivered November 23 and December 1, 1928 . At the time these shipments moved charges were assessed on the basis of the fifth class rate , minimum weight 40,000 pounds . There was no rate in effect on sugar beets from Schoolcraft, Michigan to St. Louis , Michigan as the class rates provided for in the Official Classification on Michigan intrastate traffic are restricted so as not to apply . The combination of local rates applies on this traffic as provided in item 125 of the exceptions to the Official Classification. These cars moved via this route in order to get them to destination prior to the closing of the sugar plant at St. Louis , Michigan . The distance via the route of movement is 160.5 miles ,made 106.5 Schoolcraft to Durand ,Michigan via Grand Trunk Western Railway ,50.3 miles Durand to Alma ,Michigan via Ann Arbor Railroad , 3.7 miles Alma to St. Louis via Pere Marquette Rail way . The rate for 165 miles under Michigan Public Utilities Commission's mileage scale is $1.65 per net ton for single line haul , plus 20 cents or $1.85 for joint line haul as named above . Subsequent to the movement of these shipments ,defendant published a rate of $1.85 per net ton and it is upon this basis that reparation is sought . We find after due consideration of all of the facts submitted in the pleadings and record , that the charges assessed were unreasonable to the extent that they exceeded those collectible under a rate of $1.85 per net ton upon the commodity here at issue moving from Schoolcraft ,Michigan to St. Louis ,Michigan ; that complainant paid and bore the charges upon the shipments in question ; that complainant has been damaged to the extent of the difference between the charges paid and those that would have accrued at the rate herein found reasonable ; and that it is entitled to reparation in the sum of one hundred seventy -seven dollars ( $177.00 ) ,without interest . Now ,THEREFORE , IT IS HEREBY ORDERED ,That the Grand Trunk Western Railway Company , the Ann Arbor Railroad Company and the Pere Marquette Railway Company be and they are hereby authorized and directed to pay, jointly, as each participated in the traffic, to the Holland-St. Louis Sugar Company of Toledo, Ohio on or before February 10, 1930, the sum of one hundred seventy-seven dollars ($177.00) without interest, as re paration on account of the unreasonable charges collected upon the above entitled shipments. MICHIGAN PUBLIC UTILITIES COMMISSION

The Owosso Argus-Press Dec. 31, 1929

Two Fires Boost 1929 Loss Above That of Other Years

Ann Arbor and Moore Blazes Entail Damage Fixed at $101,000

Although the fie loss in Owosso during the 10 ½ months ending December 15, was much higher than a year ago, two fires accounted for most of this. The total loss during the period in question, according to the figures of fire insurance adjusters, was $1108,338.14. The total loss for the year previous was about $13,000.

The two fires which boosted the loss beyond the figures of the last several years were those which in November destroyed the paint and coach repair shop of the Ann Arbor Railroad Co., and last spring, destroyed thousands of gallons of gasoline and oil at the storage depot of O. E. Moore, local distributor. Although the announcement was made by railroad officials that the loss on the paint shop fire was estimated at $110,00, the claim agent, after going it thoroughly said the loss was $93,000. The loss on the Moore fire, it is now stated, was fixed at $18,000.