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Clare Sentinel, Jan. 20, 1950

TWENTY FREIGHT CARS WRECKED ON ANN ARBOR THURSDAY.

Two Steam Cranes Clearing Wreckage from Tracks at Press Time.

Traffic on the Ann Arbor Railroad between Clare and Rosebush was tied up all day Thursday when a north bound freight train was wrecked two and a half miles north of Rosebush at 3:00 a. m. Although the cause of the wreck was not definitely determined at press time it is thought that a rail may have broken in the sub-zero temperature of the morning as the train was rounding a curve. No one was injured.

Twenty cars were wrecked, with several rolling over a ten-to-fifteen-foot embankment and telescoping in the ditch, strewing wreckage along the track that will require many hours to remove. An Ann Arbor steam crane arrived at the scene of the wreck from Owosso, at 8:00 o'clock Thursday morning, and a Chesapeake & Ohio steam crane arrived from Saginaw at noon to assist in clearing the tracks with the added advantage of being able to work from both ends of the wreckage.

It was hoped to have the railroad open for traffic by Midnight, but it will take several days to completely remove the smashed-up cars from the right-of way.

The 10:00 o’clock south bound Ann Arbor passenger train was detoured over the Chesapeake & Ohio Railroad by the way of Coleman to Mt. Pleasant.

Ann Arbor Railroad's application filed September 1949 to discontinue passenger service was rejected in February of 1950. At that time, an Ann Arbor official pointed that in the previous year the company had lost $143,250 on the runs. In that period, the spokesman said, 24,139 passengers were carried for total revenue of $40,000. Gustavus A. Ohlinger, Toledo attorney representing the company file with Federal Court at Detroit asking an injunction to restrain the Michigan Public Service Commission, Michigan attorney general and other officials from interfering with the railroad when passenger service is discontinued July 7, 1950, the injunction was granted.¹

Toledo Blade March 9, 1950

Ann Arbor Rail Service Cut OK'd

LANSING. Mich., March 9 (AP) The Michigan Public Service Commission today permitted the Ann Arbor Railroad to discontinue part of its passenger service on its line running between Frankfort, Mich., and Toledo.

In an order issued today the commission required the railroad to maintain its once-daily passenger train between Frankfort and Durand. At Durand passengers for other points including Toledo will transfer to the Grand Trunk Railroad.

The order discontinues passenger service between Durand and Toledo and will result in the end of north-south service for such communities as Howell,Ann Arbor and Milan.

July 19, 1950 The last passenger train runs on the Ann Arbor between Elberta and Toledo.

Ann Arbor Railroad's application filed September 1949 to discontinue passenger service was rejected in February of 1950. At that time, an Ann Arbor official pointed that in the previous year the company had lost $143,250 on the runs. In that period, the spokesman said, 24,139 passengers were carried for total revenue of $40,000. Gustavus A. Ohlinger, Toledo attorney representing the company file with Federal Court at Detroit asking an injunction to restrain the Michigan Public Service Commission, Michigan attorney general and other officials from interfering with the railroad when passenger service is discontinued July 7, 1950, the injunction was granted.²

March 9, 1950, the Michigan Public Service Commission permitted the Ann Arbor Railroad to discontinue part of its passenger service on its line running between Frankfort and Toledo. In an order issued today the commission required the railroad to maintain its once-daily passenger train between Frankfort and Durand. At Durand, passengers for other points including Toledo will transfer to the Grand Trunk Railroad.³

Ann Arbor Railroad's Final Trip Is Sentimental Journey for Many, Train is one hour late, but no one cares particularly

By Carter Townes - Toledo Blade

Truly the final trips of the Ann Arbor Railroad Co. Trains between Frankfort, Mich., and Toledo were sentimental journeys yesterday, if somewhat touched with bitterness.

At least, one who made a round trip between Toledo and Owosso, Mich., about halfway, found this so. Presumably passengers between Owosso and Frankfort found their travel no less pleasant.

Yesterday marked the end of passenger service on the Ann Arbor.

There were reminiscences from the Moment Conductor E. J. Buckley, 411 Courtland Ave., signaled a highball for northbound Train 51 at 7:55 a.m. here until he carried his grip off Train 52 from Frankfort at 6:35 p.m.

Incidentally, the train was exactly one hour late into Toledo. Not that anyone cared particularly.

The feeling of the day's trip was reflected best in the benediction Mr. Buckley gave most of the 40 passengers who arrived here on the train which ended Ann Arbor service. He said: "I wish I could say, 'Come back again.'"

Aboard the single coach each train carried were deadheads (railroad men on passes, some with their families); railfans, many of then with stories of other railroad finales; retired railroaders with stories of wrecks and busy with reunions, and those who gave little reason for making the last trips of the trains.

Some had enjoyed watching the short train - usually a locomotive, a baggage-mail car and a coach - rattle through a valley. Others liked the mellowness of its whistle as it rocked through towns and past farms.

Each evening, Mr. and Mrs. Rudolf Hasselbach listened for No. 52 as it tooted past their Temperance, Michigan, farm. Besides, Mr. Hasselbach, now an accountant with Libbey-Owens-Ford Glass Co. in Rossford, used to ride the train to the University of Michigan at Ann Arbor. His wife had never been aboard the train. These were their reasons for the excursion to Owosso and back.

W. O. Fielding, who left his job as agent in Temperance in 1945 after 25 years, expressed an objection to the name “Frankfort Firecracker”. He preferred "Cadillac Cannonball" and said, "That name has a little weight."

When the train pulled out from Ann Arbor toward Owosso, the coach looked downright prosperous, with 57 passengers, compared with the 24 who started from Toledo. On the return trip, the train rolled into Toledo with 40 aboard.

Railroad History

Pass No. 333, issued in December 1886, to John Reynolds, Byron, Mich., and signed by James M. Ashley, the road's founder, gave passengers a glimpse into the railroad's history. Mrs. Stella Pyke, Byron, brought the pass along to show the railroaders. She said she rode on the first engine to come into that town.

Veteran of all the retired railroaders was Peter J. Harrison, 727 Frederick St., who started in 1892 as a brakeman with the Ann Arbor. He became a conductor in 1899 and retired in 1937.

Mr. Harrison remembered a corps of traveling men who fanned into the Ann Arbor territory from Toledo. "When we cut off two steam trains and the four motorcars, we lost that business," he said.

For Edward and Ellen Estrel, 3 year-old twins of Mr. and Mrs. John Estrel, 2919 South 109 St., the 214-mile round trip to Owosso meant they had traveled 37,392 miles by railroad in this country, their father said.

F. D. Cairns, 4331 Vermans Ave., and Robert Hubbard, 2654 Merrimac Blvd., were representatives of the Toledo Railfans Club who rode to Owosso and back. Mr. Cairns identified Nos. 1161 and 1162; the engines, which pulled the trains, as ones, built in 1907.

The final five passengers got on at Temperance. They were B. J. Steger, 711 Locust St., a railfan, and his friend, J. Gordon Smith, Dallas, Tex., whose last railroad job was with the Toledo and Indiana Railroad here in 1926. Lucia Long and F. J. McGuire, both of Monroe, and James W, Acles, 3725 Hoiles Ave., ticket agent in the Toledo terminal at Cherry and Seneca Streets.

50-year Job

Retirement of the Ann Arbor from passenger service probably will mean the same Millard Jackson, Owosso, the engineer who brought the train into Toledo on its last run.

"All I have to do is put in the date on the pension papers," he explained from the cab. Mr. Jackson has worked almost 50 years for the Ann Arbor.

The last passenger run of the Ann Arbor railroad was made yesterday and members of the Michigan Train Fans’ club made the last run. The two trains daily, which has been the schedule for some time, were dubbed the “Frankfort Fireball,” and “The Toledo Torpedo.” Officially Nos. 51 & 52, they have accommodated the few passengers on their leisurely trip north or south. Now they are discontinued entirely as the crew had far outnumbered the passengers for a long time.

Did hear an interesting comment on this service lately. A summer resident was conversing with your editor recently, on Milan and its activities. Being an ardent hosteller, she had ridden her bicycle from Ann Arbor to Saline Valley Farms and remained overnight. Riding into Milan the next day, she planned to take a train back to Ann Arbor. Being directed to the station, she saw a train standing on the track. Rushing frantically in to the ticket window, she was informed there was no hurry, they would wait for her, and they did. The bicycle was ‘hoisted into the baggage car and she was comfortably seated before it pulled out on its leisurely way. Again this same passenger took this train to Frankfort and rejoiced in its leisurely progress over the lush countryside of Michigan. However, this state of mind is seldom encountered in the world of today, and speed mad travelers chafe at the slightest delay, rushing to and from their destinations, with no thought of enjoying the interim. Another memory of the old Ann Arbor, Remember the gasoline cars that used to run between the regular trains? When we first came to this community, they were a source of great amusement to us, reminding us of a turtle and so we dubbed it. But it was a convenience in getting to and from Ann Arbor and Toledo in those motor-less days. So popular was this car, that the Milan Woman’s club erected a waiting room at the Main Street crossing for the convenience of the Milanites using it in those days. Time and changing habits rendered this building unnecessary later, and it was sold, but Milan had done her share to support the railroad. And now it is abolished along with the soap kettle, hand threshing, butter making and many other activities of former days. Such is progress, and while the “oldsters” sigh at bit at the pace of today and long for “the good old days” how many would return to them if they had the chance? A few townspeople did go to the station to watch the last train, but they were few and the official family of Milan was not represented. So passed another landmark. The deep boom of the huge diesel engines has replaced the squeaky “toot-toot” of the Ann Arbor and good roads, improved cars, fast freight transports and air-borne transportation have wrought this change

Thursday, July 19, 1950, last passenger train through Marion, No. 51 left Toledo with a consist of engine 1611, baggage, baggage-mail, and day coach, with engineer - Earl Conners of Owosso, Brakeman - D.C. Willougby of Owosso, and Conductor - E. J. Buckley of Toledo. At Ann Arbor station, Herman R. Pertner said, "sold more tickets today than I have in I don't when".

FIFTY-SECOND ANNUAL REPORT OF THE ANN ARBOR RAILROAD COMPANY YEAR ENDED DECEMBER 31, 1950

PASSENGER SERVICE DISCONTINUED For a number of years the Company has endeavored to discontinue the unprofitable operation of passenger train service between Toledo, Ohio, and Frankfort, Michigan. World War II interfered with efforts to that end, but in the fall of 1949 the Michigan Public Service Commission granted a hearing on the matter, and an order was issued by the Commission on February 21, 1950, that a part of the unprofitable operation be continued. A temporary restraining order was obtained from the Federal Court at Detroit, Michigan, against enforcement of this order and an interlocutory injunction restraining the Michigan Public Service Commission from enforcing the order was granted by the three-judge Federal Court on July 6, 1950. On July 13, 1950 the Court entered a preliminary injunction and on July 20, 1950, all passenger service was discontinued. On September 18, 1950, the injunction was made permanent. All exclusive passenger facilities which cannot be put to useful service have been or will be dismantled.

 COMPLETE DIESELIZATION ACCOMPLISHED Delivery of seven 3200 h.p. diesel-electric road freight locomotives, two 1000 h.p. diesel-electric road switching locomotives and four 660 h.p. diesel-electric switching locomotives, which were placed in service in December, 1950, provided sufficient diesel motive power to permit the discontinuance of use. of steam locomotives and roadway facilities required solely for steam operation. The use of this new efficient type of power is expected to produce substantial savings in the cost of operation.

The Owosso Argus-Press Sept. 27, 1950

Ann Arbor Railroad Diesels Will Replace Steam Locomotives

Company to Remodel Building Here, Erect 200,000 Gallon Fuel Tanks

The familiar chug of the old iron horse will be a thing of the past on the Ann Arbor Railroad after the middle of December. In its place will be heard the throbbing of mighty Diesel engines.

During November and December, D. J. Gareau, superintendent of the Ann Arbor railroad has announced, delivery of Diesel engines now on order will be completed.

The order includes seven freight engines of 3,200 horse power capacity for road freight service, two 1,000 horse power freight engines for local service, and four 660 horse power yard switch engines to complete the Dieselization of the Ann Arbor.

Three Diesel switch engines have been in use on the railroad for the past several years.

Conversion to Diesel electric power. Mr. Gareau explained will increase the railroad's capacity and enable the Ann Arbor to maintain its competitive position.

Economies too, he said, bulk large in the decision, since Diesel engines do not require wayside fuel and water stations, cleaning of fires enroute or servicing at each terminal. Faster runs are possible, he remarked, through elimination of fuel and water stops enroute.

Alterations will be made in existing structures in Owosso,Mr. Gareau said, to convert them for service and repairs of the new engines. The Owosso shop, he added, will continue as the principal locomotive repair and maintenance station.

Also planned, he continued, is construction in Owosso of fuel oil storage tanks with a capacity of 200,000 gallons.

The engines, he said, together with servicing and repair facilities at Owosso and in other locations, will represent an outlay of approximately $3,000,000.

The Owosso Argus-Press Oct. 31, 1950 (30 years ago)

A new turntable has been installed in the Ann Arbor yards. It is an 80-foot turntable and was made necessary to “shop” the four big engines recently secured from the Santa Fe Railroad.