I am working through some old documents from Hamler Tower. Train orders,train sheets, etc...finding a gold mine of DT&I info as well.

Have a question on one DT&I movement however, the AFP/PFA trains. I have heard about these trains before but need to know a little more. For example here is what I am getting on some of the "notes":

 Date: 2/15/81

PFA-1

Engines: GT 5834, DT&I 226, 216
40 loads, 19 empties
 2370 tons
 
 What exactly were the PFA/AFP trains....were they a replacement of a former DT&I train?

~~~~~~~~~~~~~~~~~~~~~~~~~~
Eric:

According to my 1980 operating plan both trains were through freights.

PFA-1 Flat Rock-Cincinnati (Sou)

AFP-2 Cincinnati (Sou)-Flat Rock

My recollection is both were heavy on auto parts cars and they used
Southern's Gest St. yard just west of Cincinnati Union Terminal.

Both of these symbols were added to supplement DC-8 and DC-9 (which used the
L&N yard in Decoursey, Ky.) after the DT&I gained Conrail running rights to
Cincinnati in 1976.

Jim Hediger
 

Regarding Chris Cord's questions on the DT&I auto traffic:

DT&I's auto traffic was 99 and 44/100-percent FORD products. If there's any
doubt about that, when the Ford traffic stopped during a UAW strike the
DT&I's hotshots, DC-8 and DC-9, dropped to 8 to 10 cars daily!

Ford parts were made in plants all over the country (see Walthers Auto
Industry book), so they came on-line at many interchanges bound for
Dearborn. At the same time, parts made in Dearborn traveled outbound to
other Ford assembly plants across the country. On the teletyped train
manifests, it wasn't unusual to have half the carloads listed as FDPTS.

The DT&I loaded multilevels adjacent to the Rouge Plant in Dearborn,
including bilevels and trilevels. Some inbound loads of other Ford products
can in and were unloaded there for local delivery, but most of the loads
were outbound.

Ford auto frames came in from a number of suppliers, but I don't know who
built the different styles of frames.

DT&I served as a warehouse on wheels for Ford, holding many loads of parts
until they were called for by the automaker. If Flat Rock yard became too
crowded, they'd store these loads in the passing sidings along the mainline.
When the requests came in, the DT&I had to locate and retrieve the specific
load and get them to the Rouge ASAP. The Delta Turns (twice a day) usually
got the job of digging specific cars out of the passing sidings south of
Flat Rock.

Jim Hediger
 
 

In a message dated 1/28/03
jhediger@xxxxxxxx writes:

> There were no signals on the main line except the ones governing
> interlocking plants. In most cases, the signals used were supplied by the
> railroad the DT&I crossed. Thus DT&I crews saw virtually every type of
> signal made during a road trip from searchlights, to semaphores including
> NYC's tricolor system, B&O, N&W, and PRR position lights, and everything
> else.
>
> By the 1960s, everything ran as extras covered by traditional train orders
> although the dispatchers and everyone else knew the importance of hotshots
> DC8 and DC9 and handled them as quickly as possible.
>
> North of Flat Rock, the Dearborn Branch had CTC (controlled from Penford
> Tower) between D&I Jct. (just north of Flat Rock) and Park (the start of
> double track near Oakwood Jct.). However, everything north of Flat Rock on
> the Dearborn Branch and the main line into South Yard, was considered in
> yard limits. Trains were expected to operate at slow speeds which allowed
> them to stop in "half the assured clear distance ahead."

~~~~~~~~~~~~~~~~~~~~~~~~~~
Jim & List:

In addition to the above mentioned "CTC" on Dearborn Branch, the DT&I also
installed "TCS" (Traffic Control System -- a trademark name of the Union
Switch & Signal Co.) between Carleton and Diann in 1968 or 1969. This TCS
was controlled by the Operator at Diann. Actually, DT&I timetable #24 (dated
12-12-71) shows TCS rules in effect between Huron and Diann. Huron is
located at MP 19.2 and is the end of double track out of Flat Rock yard.

The following is written in the past tense as I don't know if the system
still exists today or not, however, I believe it is still in service. Since
Diann tower closed sometime in the mid to late 1980s (does anybody know the
date it closed??), the system would now be controlled by the Pontiac
dispatcher (unless they've now been moved?).

The TCS between Carleton and Diann controlled two sidings: (1) Maybee -- MP
29.1 with a capacity of 192 (50') cars and (2) the North Siding at Diann --
MP 38.1 with a capacity of 142 (50') cars. Automatic "intermediate" block
signals existed between the "controlled" signals. The "controlled" signals
along with a power switch was located at the end of each siding and was
called a Control Point (CP). CP's were directly controlled by the Diann
operator as the name implies. The CP locations also had names to help
identify them. For example, the CP at the north end of Maybee siding was
called "Field" -- the south end was called "Doty." In essence, each CP was
an interlocking plant unto itself and would not allow the Diann operator to
do anything unsafe (such as line a northbound train out of Field into the
face of a southbound train leaving Carleton). I will be happy to go into
detail if anyone wants to learn more about the intricate workings of the
system.

I do recall the installation of the TCS system between Carleton and Diann
directly coincided with the retirement of the old Union Switch & Signal "Type
F" electric interlocking machine that existed at Diann and had been in
service since Henry Ford built the Diann Tower and the Malinta cutoff. In
fact, the entire Diann interlocking was incorporated into the new TCS board
for the Carleton -- Diann segment.

I used to spend a lot of time "hanging out" at Diann tower circa 1973--1983.
I was fascinated by the TCS board and many times the regular afternoon Diann
operator (Lowell Addy) would let me operate it under his direct supervision,
of course. I recall the Diann operator and the dispatcher conversing which
each other over train meets. The operator might suggest a meet but the
dispatcher always had the final word!

Once the TCS was installed, all southbound trains were required to pick up
running orders that would read for example, "Run extra Diann to Junction."
The TCS negated the need for running orders between Flat Rock and Diann.

If anyone has questions or would like more info, I'll be happy to explain
whatever I can.

Jim Sinclair

The DT&I operations were all pretty low density, so they used timetable and
train orders for the entire main line (Flat Rock to Ironton). However, the
published "scheduled" train service was strictly a sales tool. The last
trains with timetable authority were mixed trains nos. 1 and 2 between
Springfield and Jackson in the 1950s.

The DT&I was one of the first RRs to install radio on everything: engines,
cabooses, MW vehicles (on and off-rail), and offices. They also had an
unusual agreement which allowed conductors to copy orders over the radio
(with extra compensation) in areas where there were no open agencies. My
understanding of this procedure is the train had to be stopped during
transmission and copying of the orders. Copies were then submitted with the
timecard.

There were no signals on the main line except the ones governing
interlocking plants. In most cases, the signals used were supplied by the
railroad the DT&I crossed. Thus DT&I crews saw virtually every type of
signal made during a road trip from searchlights, to semaphores including
NYC's tricolor system, B&O, N&W, and PRR position lights, and everything
else.

By the 1960s, everything ran as extras covered by traditional train orders
although the dispatchers and everyone else knew the importance of hotshots
DC8 and DC9 and handled them as quickly as possible.

North of Flat Rock, the Dearborn Branch had CTC (controlled from Penford
Tower) between D&I Jct. (just north of Flat Rock) and Park (the start of
double track near Oakwood Jct.). However, everything north of Flat Rock on
the Dearborn Branch and the main line into South Yard, was considered in
yard limits. Trains were expected to operate at slow speeds which allowed
them to stop in "half the assurred clear distance ahead."

They eventually began using track warrants systemwide, but I don't know when
this was implemented. My guess would be the early to mid-1980s when most of
the other railroads dropped the traditional train orders.

A lot of Ford traffic, including auto frames, was routed to the Wabash via
the DT&I's Delta Turns, for delivery to St. Louis and Kansas City. DT&I
preferred this interchange route over Oakwood Jct. as it gave them a road
haul.

Jim Hediger

The DT&I painted its MW equipment as follows:

Ford era: converted boxcars appear to be boxcar red with white stenciling

1950s and 1960s boxcar red with white lettering or olive green with yellow
stenciling

1960s a new dark green (like Floquil Dark Green) was used with yellow
stenciling

Burro cranes [tampers and regulators, too] were yellow or orange

The wreckers, steam tenders, pile driver, and Jordan Spreader were all black
with embossed circle heralds, then yellow compass heralds. X402 was rebuilt
and received an orange rear end and boom tip

The snow plow was fire engine red with chrome heralds

That weird covered hopper was the Flat Rock scale calibration car. It was
painted hi-cube magenta with a diesel orange stripe, and yellow lettering so
it wouldn't get mixed up with the revenue cars! It was supposed to be humped
ever shift to check the electronic scales.

Yellow covered hoppers were for diesel sand service.

Jim Hediger

The DT&I's train symbols originated during its PRR ownership so they
closely follow the parent company's system with DT&I destinations.

Note: Pullers and Turns were generally operated by a single train crew
working
from a home terminal to a destination point and return on the same trip.
For example, FW27/WF27 was a single job that worked Flat Rock to Wyandotte
and return.

Mainline Flat Rock - North

FW27 Wyandotte Puller NB to Ford Yard
WF27 Wyandotte Puller SB to Flat Rock
FS11 South Yard Puller NB to Ecorse
SF11 South Yard Puller SB
DQ02 Windsor Puller NB to CPR (Dixie Queen)
DQ03 Windsor Puller SB (Dixie Queen)
GT02 Detroit Puller NB to GTW East Yard
GT03 Detroit Puller SB

YW13 Woodhaven Puller NB to Ford Stamping Plant (Ex.-Sat. & Sun)
WY13 Woodhaven Puller SB (Ex.-Sat. & Sun)
YW33 Woodhaven Puller NB to (Ford Stamping Plant & Picks up from DT&I piggyback ramp (Ex.-Sat. & Sun)
WY33 Woodhaven Puller SB (Ex.-Sat. & Sun)
YW39 Woodhaven Puller NB to Ford Stamping Plant (Ex.-Sat. & Sun)
WY39 Woodhaven Puller SB (Ex.-Sat. & Sun)
YW43 Woodhaven Puller NB to spot DT&I piggyback ramp

FR04 Rouge Yard switcher (Ex.-Sun)
RF04 Rouge Yard switcher (Ex.-Sun)
FR14 Rouge Puller NB
RF14 Rouge Puller SB
FR20 Rouge Yard switcher (Ex.-Sun)
RF20 Rouge Yard switcher (Ex.-Sun)
FR22 Rouge Puller NB (Ex.-Sun)
RF22 Rouge Puller SB (Ex.-Sun)
FR37 Rouge Puller NB
RF37 Rouge Puller SB
FR44 Rouge Yard switcher
RF44 Rouge Puller SB
FR50 Rouge Puller NB (Ex.-Sat. & Sun)

Mainline Detroit (Flat Rock) - South

TD-2 Toledo Turn NB from Temperance Yard (ex. Sat. & Sun.)
DT-5 Toledo Turn SB to Temperance Yard (ex. Sat. & Sun.)
DM-11 Lima Turn SB
MD-12 Lima Turn NB
DL-1 Delta Turn SB to CR and NW Delta
LD-2 Delta Turn NB
FC-9 Toledo Turn SB to CR Swan Creek
CF-10 Toledo Turn NB
YD-1 Carleton Turn SB to C&O
YD-2 Carleton Turn NB

DJ-1 Detroit-Springfield (Junction Yard)
JD-2 Springfield-Detroit
DC-9 Detroit-Cincinnati (L&N Latonia, KY)
DC-8 Cincinnati (L&N)-Detroit
RB-1 TOFC Dearborn-Cincinnati (Sou. Gest Yard)
RB-2 TOFC Cincinnati (Sou)-Dearborn (Schaefer Ramp)
PFA-1 Flat Rock-Cincinnati (Sou)
AFP-2 Cincinnati (Sou)-Flat Rock

OL-94 Napoleon switcher PM (Ex. Sat. & Sun.)
OL-96 Napoleon switcher AM (Ex. Sat. & Sun.)

SG-1 Glen Jean Turn SB
GS-2 Glen Jean Turn NB
SJ-3 Springfield-Jackson
JD-4 Jackson-Springfield

JI-1/IJ-2 Ironton Turn

Denny asked: "Did the DT&I use three bay hoppers? If so, were they used for anything other than coal?"

 The DT&I owned a fleet of 50 offset-side triple hoppers and several hundred outside-stake triple hoppers. Stewart makes correctly-decorated 70-ton kits (compass heralds) for both in HO scale.

 The offset-side cars were originally used to haul coke from a Solvay plant in Ironton to the iron furnaces around Jackson. Later on, this was extended to bring coke to the Detroit area steel mills as well.

 The outside-stake cars primarily hauled coal from southern Ohio to Great Lakes Steel (River Rouge), McLouth Steel (Trenton), and the Ford Rouge plant (Dearborn). Some were later equipped with wood coke boards to increase
their cubic capacity to supplement the offset side cars in hauling coke to the same customers.

 Near the end of their careers, some of the outside-stake cars had their hopper doors welded shut for use in hauling shredded steel scrap. These cars had their top end panels and triangular hopper sides painted orange with a note stenciled on the body sides "Shredded Steel Scrap Loading".

 In the summertime, a few of the hoppers were occasionally drafted into maintenance of way service to haul ballast or fill as needed.

Jim Hediger

 At one point, both DT&I and later GT stopped at a crossing just south of the Route 41 overpass which is about a mile north of Maitland.  I don't recall that they ever changed at the Maitland tower.

In earlier years, when all trains were yarded at Burt Street yard in Springfield and when there was a south end of the railroad, crews reported to the roundhouse at York Street, and later to the engine facility at Junction, and still later to the diesel facility back at York Street.  Trains were dropped off and engines taken to whichever engine facility.  New crew, new power.

When DC6 and DC7 came into being (while the yard was still at Burt Street) the train stayed on the main at Junction and the PRR caboose was tacked on or taken off at Junction, and the new crew walked out to the train from the Junction engine house.

I don't know what the process was when Burt Street yard was closed and the yard moved to Juntion.

 Bill Mapes

 The Maitland crew change point was used for crews heading to or from Cincinnati as trains could be parked there without blocking any grade crossings. This location had a short spur (switch facing north) just south of the grade crossing where up to four units could be parked when they split the combined DC7/DC9 trains there. A locker room and secure, fenced parking lot was provided for the crews southwest of the crossing.

 Southbound trains heading for Jackson continued into town and changed crews in front of the Junction yard office while NB crews had to be driven out to the head end which wound up at the other end of the yard. The yard engine swapped the PRR cabooses for DC8 and DC9 (if needed). Later on, the DT&I cabooses ran through to Cincinnati from the PC era on.

 My guess is during the GP7/GP9 era, the units had to be refueled at Springfield in both directions so a change was required. By the time the second generation units came along, they had sufficient range for the full trip.

Jim H.

This batch covers such topics as DT&I's GPs and paint schemes.
Posted here for your benefit:

---DT&I GP7 and 9 phases and heralds / paint schemes---

 From: Jim

 Gene asked:

 How many phase 1 GP-7's did the DT&I own? (Atlas HO model type)?

 Here's the rundown based on the phases listed in Extra 2200 South:

 950-954 were delivered in 8/1951 (phase 1)

 955-957 were delivered in 12/1952 (phase 2)

 958-961 were delivered in 1/1953 (phase 2)

 962-963 were delivered in 4/1953 (phase 2)

 964-973 were delivered in 11/1953 (phase 2)

 NOTE:

 My official DT&I diagram book lists all the GP7s as having 1600-gallon fuel
tanks.

 950-954 were delivered with solid skirts, but most of them had matching
slots cut in by the DT&I in the early 1960s. (I can't pin the exact dates
down as I don't have that many photos of the early paint schemes).

 955-973 were all delivered with the slotted skirts.

 No steam generators or dynamic brakes were used on any of these units.

 950-963 had 16-567-B engines and 964-973 had 16-567-BC engines, but I don't
notice any obvious exterior changes.

 From: Jim

 Regarding the questions on GP7 & GP9 unit nos. and lettering:

 950-954 were delivered in 8/1951 (phase 1) with a small round herald

 955-957 were delivered in 12/1952 (phase 2) with a large round herald

 958-961 were delivered in 1/1953 (phase 2) with a large round herald

 962-963 were delivered in 4/1953 (phase 2) with a large round herald

 964-973 were delivered in 11/1953 (phase 2) with a large round herald

 980-989 were delivered in 12/55 (phase 2) with a stenciled black compass
herald on the long hood that had just the compass point shading painted in
white

 990-992 were delivered in 2 & 3/57 (phase 2) with the large block letters
on the long hood and a stenciled black compass herald that had just the
compass point shading painted in white

 Notes:

 Herald definitions:

 Small and large ROUND HERALDS (the Ford era herald) were stenciled on the
GP7s in black.

 The COMPASS HERALD was stenciled on the GP9 long hoods (980-989) in black,
with just the compass point shading painted in white

 GP9s 990-992 were the first units delivered with the large DT&I billboard
hood lettering in 1957. The COMPASS HERALD on the units was exactly like
the monograms on 980-989 except it was moved to the short hood in place of
the round heralds of the GP7s.

 All of the remaining GP7s and GP9s were repainted with the big letters by
the late 1960s. However, the repaints all received Scotchcal COMPASS
HERALDS on the short hoods. These decals had reflective white compass point
shading and a circular white background behind the DT&I wording within the
monogram.

 I think 982 was the only early GP to receive the DT&I multicolor STAR
MONOGRAM which also was a very expensive Scotchcal decal.

 Locomotives 983, 985, 959, 991 were never repainted due to their
destruction in a runaway rollover wreck coming off Summit Hill in 9/63.
All were traded in on the GP35s.

 ---DT&I / AA GPs---

 Michael Birdsley asked:

 one day while i was watching 3 ex Ann Arbor GP-35's (now tuscola and saginaw
bay units) go bye my house I was wondering did the DTI ever have GP-35's or
was it just the Ann Arbor.

 Jim replied:

 The DT&I purchased 8 GP35s in 1964 (350-357) without dynamic brakes that
rode on Blomberg EMD trucks. The had standard EMD headlights mounted above
the windshields. Their initial assignments were generally on hotshot trains
DC-8 and DC-9.

 The Ann Arbor had 10 GP35s built in 1964 (385-394) that also came without
dynamics, but they rode on trucks from the AA Alco FA-2s that were traded
in on this GP35 order. AA units were delivered with the headlights mounted
in the short hood and they had a Gyralight oscillating warning light in the
normal top headlight location.

 Both groups of units had regular brass or bronze bells inset into the
engineer's side of the short hood.

 In service, the DT&I swapped a few GP7s, GP9s, and early GP38s to the AA
that were better suited for road switching jobs than the GP35s, which were
considered slippery as switchers. In return, the AA GP35s ran in the
DT&I's mainline road pool between Flat Rock and Cincinnati until just
before the Conrail merger when all of the units returned to their proper
owners.
I never saw DT&I GP35s on the AA while the DT&I owned it.

 ---DT&I / GTW Paint Schemes---

 From: Jim Hediger

For those who want some variety in your DT&I paint schemes, here's a list
of color schemes in service on the DT&I during the early days of the GTW
merger on 3/24/86:

 1. Standard DT&I scheme:
Orange body, orange ends,
60" DT&I initials in black on long hood
Compass herald on cab, black numbers

 2. Last standard DT&I scheme: 407/422/6424
Orange body, orange ends,
Large orange, white and black star herald decal on long hood
Black numbers on cab side

 3. DT&I/GT interim scheme: 355
GT Blue body, orange ends,
Large orange, white and black star herald decal on long hood
White GTW-style numbers on cab side

 4. DT&I/GT interim scheme: 354
GT Blue body, orange ends,
60" DT&I initials in white on long hood
White GTW-style numbers on cab side

 5. DT&I/GT interim scheme: 6211/6419
GT Blue body, orange ends,
48" DT&I initials in white on long hood
White GTW-style numbers on cab side

 6. DT&I/GT interim scheme: 416?
Orange body, orange ends,
60" DT&I initials in black on long hood
Small white GT herald on door below cab, black numbers

 7. DT&I/GT interim scheme: 6405*
Orange body, orange ends,
60" DT&I initials in black, painted over in orange on long hood
Compass herald on cab, black numbers
Small white GT herald on door below cab

 8. DT&I/GT interim scheme: 6252/6407
Orange body, orange ends
White large standard GT logo on long hood
White GTW-style numbers on cab side

 9. Standard GTW scheme: 6250
GT Blue body, orange ends,
Large GT herald in white on long hood
White GTW-style numbers on cab side

 10. Interim GTW scheme: 5846
Black body, black ends (ex. P&LE units)
White frame edges and railings
Large GT herald in white on long hood
White GTW-style numbers on cab side

 11. Interim GTW scheme: 5857/5860
Light blue body, white ends (ex. Rock) former graphics poorly painted over
Small white GT herald on door below cab (not on all units)
White GTW-style numbers on cab side
Note: White GTW logos and numbers were applied on dirty white surfaces!

 Scheme numbers have no significance other than as reference points.
Many were done as one-of-a-kind schemes that were not repeated.
All units eventually received the standard GTW scheme (#9 above) except for
a few GP35s which were retired and sold before repainting.

 * The first group of GP40s (400-405) was owned by a consortium of Motown
Recording Artists. Their agreement included a maintenance clause which also
covered the original paint scheme (DT&I), so permission had to be obtained
from the owners before any further repainting could be done. Given the
Motown musicians popularity and travel schedules, obtaining this permission
proved to be quite an adventure as the GTW's legal staff had to get through
all the backstage concert security and body guards to get the paperwork
signed!
 
 

From: (justz@xxxxxxxxxx.xxx)

Hi all-

Yes there are still a couple of coil cars in DT&I paint still running around
out there! When I see them they are bound for Delta, usually from Flat
Rock. I think that they are for taking coils to Worthington Steel for
treatment. Numbers 1390 and 1193 do ring a bell. I think 1105 is another
one. They are usually in with a bunch of GTW ones.

As for other cars, I don't think there are any plans in the near future for
repainting the Ford 322/324 pool cars (25900 series). Yeah, they may look
rough but they still serve the purpose.

***
In May 1996 I saw 2 coil cars parked on a siding near the Mazda plant in
Flatrock. DT&I 1390 in original black paint without covers and #1193 in
original yellow paint with one yellow DT&I fiberglass cover and one CNW
cover.

In October 1997 I saw 3 coil cars pass through Delray from Rougemere. DT&I
1154 in original yellow paint, 1384 & 1385 in original black paint. All
were loaded with steel coils and were without covers.

Regards,
TIM CLARK

***
FYI:

With GTW's concern over its corporate image, I'm happily surprised to hear
a few DT&I coil cars remain. I suspect they've been lucky enough to stay
away from a heavy repair shop, probably in some sort of local captive
service? As I said before, I haven't seen one around any of the Detroit
steel mills or GTW terminals in years.

Tim's comment got me thinking about what DT&I cars remain in service.
According to the 10/97 GTW roster in the Official Railway Equipment
Register, the following DT&I cars were still in service:

Coil cars series 1100-1199
18 open cars, 17 w/covers

Coil cars series 1375-1394
6 open cars, 4 w/covers

52-foot gons series 9600-9799 - 82 cars

Covered hopper series 10100-10199 - one car

60-foot auto parts cars (one or two left of each group in the series) - total of 11 cars

60-foot auto parts cars series 25900-25935 - 35 cars

89-foot hi-cubes (a few of each series) - 98 cars

89-foot piggyback flats - 12 cars

That's only 284 roller-bearing cars left out of a fleet of 3,623 cars (1983)!

What's left of the DT&I cars are generally in pretty rough shape paintwise,
so I'd expect them to get repainted anytime heavy repairs come due. Now's
the time to shoot 'em if you see one, as I don't think they'll be around
much longer.

Jim Hediger

The former DT&I operations in Detroit used three "yards."

 The main yard and engine terminal was on the outskirts of the city in
suburban Flat Rock. All crews went on duty at Flat Rock yard which was
also the DT&I's major classification yard for the Detroit area. Numerous
"Pullers" operated into the city from there, taking whatever cars were
needed for their "district", switching as needed, and then returning to
Flat Rock with the outbound cars within their 12-hour shifts.

 A wye just north of Flat Rock separated the "main line" into two routes,
one about 12 miles to South Yard and the steel mills and chemical plants
along the Detroit River, and the other about 15 miles long to Rouge Yard in
Dearborn. These much smaller yards did not have engine terminals or
regular crews. Whatever puller was in the area took care of the yard
switching before it returned to Flat Rock.

 Interchanges were located along both lines and some "transfer" jobs hauled
whole trainloads of cars to specific destinations: i.e. Detroit Edison unit
coal, unit coil steel trains, hot metal, Ford parts, or empties to ???
Some trains like the DEEX jobs had big SDs and U-boats.

 New cars were constantly coming on line and leaving at all of the yards and
destinations so there were very few crews that didn't get a full day of
work!

 Note that all engine servicing was handled at Flat Rock to avoid the
environmental problems of refueling stations at remote locations.

 One other point, DT&I worked both lines with a mix of EMD SWs and Geeps of
all types but they always faced north. The geeps simply operated long hood
first on the southbound trips.

 DT&I's dispatcher supervised the entire area, but everything was considered
to be within yard limits. All trains, supervisors, and track crews were
also in constant radio contact as the DT&I installed it in 1948.

 The Union Belt of Detroit was another switching line in the area owned
jointly by the Chesapeake & Ohio, Pennsylvania, and Wabash. Operation
rotated through the year with each owner supplying a yard switcher and crew
for the Belt to use four months out of the year. They marked the Belt
"engine of the month" with UBD sheet metal signs that hooked over the side
railings or handrails! This job also worked as a turn out of the different
owners' yards.

 Sounds like a great way to run a railroad, but I'm a bit prejudiced!

Jim Hediger
 

Here's the lowdown on the DT&I coil car fleet from the railroad's car diagram books:

 The majority of these cars were assigned to Great Lakes Steel Corp. and McLouth Steel Corp. plants served by the DT&I in the Detroit downriver area.

 The indicated capacities are the railroad's ratings.

 1000 - A one of a kind 114-ton experimental car built by Whitehead & Kales
(a DT&I on-line customer) in 1965. This was the W&K demonstrator that was
used in a trade show somewhere, probably Chicago. Evidently DT&I was their
only coil car customer as W&K was heavily involved in auto rack production.

 Black carbody with white lettering.
Unusual corrugated hoods painted orange with black, white, & yellow
lettering in a unique style for sales purposes by W&K. Had DT&I compass
heralds with extra advertising slogans reading: "Cushioned Coilster &
High-cube - High capacity"
Photo in W&K ad in the 1966 Car Builder's cyc. pg. 289.

 1050-1084 - 99-ton car built by Evans in 1967.
Fishbelly side sill design with yellow carbody and black lettering.
Black angled corner hoods with yellow billboard DTI lettering.
Lease was not renewed and off roster at end of 1979.

 1100-1199 - 94-ton car built by Whitehead & Kales 1967.
Fishbelly side sill design with yellow carbody and black lettering.
Black round hoods (wide horizontal, rectangular, corrugations with vertical
straps from W&K) with yellow billboard DTI lettering.
Some cars received Yellow Proform Fiberglas hoods with black DTI in the
early 1980s.

 1200-1299 - 95-ton car built by Whitehead & Kales - 1968.
Fishbelly side sill design with yellow carbody and black lettering.
Black round hoods (wide horizontal, rectangular, corrugations with vertical
straps from W&K) with yellow billboard DTI lettering.
Some cars received Yellow Proform Fiberglas hoods with black DTI in the
early 1980s.

 1300-1349 - 99-ton car built by Evans - 1968
Straight side sill design with yellow carbody and black lettering
Black angled corner hoods with yellow billboard DTI lettering.
Walthers kit is car no. 1337 from this series.

 1350-1355 - 99-ton car built by U.S. Railway Equipment Co. - 1970
Straight side sill design with yellow carbody and black lettering
Black angled corner hoods with yellow billboard DTI lettering.

1375-1394 - 99-ton car built by U.S. Railway Equipment Co. - 1970
Straight side sill design with yellow carbody and black lettering
Black angled corner hoods with yellow billboard DTI lettering.

 NOTE: Cars 1200 and up were leased and most were returned to their owners
after the GTW takeover on 12/31/83. Many later reappeared on IHB and?

 One of the shop supervisors who worked with my Dad told me these cars had
the carbodies painted yellow for better visibility in the mill loading
bays. They also had gondolas for flat steel loading with the top chords
painted yellow, so it sounds like a logical reason for the bright color.

 Any remaining DT&I cars have been repainted into GTW colors as I have not
seen a DT&I coil car in a long time.[There are still a few DT&I coil cars left in 2002]

 Jim Hediger

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