Union Belt of Detroit Part I

According to a 1933 edition of Moody's Steam Railroads, the Union Belt of Detroit did not exist as an official railroad. Likely, it was an operating division under The Fort Street Union Depot Company (FSUD) or perhaps the Pere Marquette. The FSUD was established in 1889 for the purpose of constructing and operating passenger and freight terminals at Detroit. The road was originally owned by the Pere Marquette (majority owner) and the Wabash. In 1921, the Pennsylvania Railroad Company was admitted as an additional tenant. As of the end of 1931, the FSUD has 218 employees.

The original, primary purpose of the FSUD was to provide passenger facilities in downtown Detroit for the participating roads. The approach for this station was the busy line from Delray to downtown 2.39 miles long. The FSUD owned the track from the downtown station west to 18 1/2 street. From 18 1/2 street west to Delray, the track was under the operation of the Union Belt of Detroit (UBOD).

The Union Belt was governed by a Board of Managers, made up of representatives of the Pere Marquette, Wabash and Pennsylvania. Day to day operation was managed by the "Operating Committee", which would meet as often as several times each week. The Operating Committee meetings were typically attended by the Assistant General Agent of the PRR, the local Superintendents of the Wabash and the PM, and the Train Master and Secretary of the Union Belt. Others were invited to attend as necessary. Every four months, a new chairperson of the Operating Committee was elected. This Chair was rotated between the three member roads.

This story covers the actions of the Union Belt Operating Committee between 1924 and 1929, as taken from the minutes of their meetings. On August 1, 1924, management of the Belt was transferred from the Superintendent, to the Operating Committee. Mr. B. A. Frazier, Belt Trainmaster, was given dirct charge of the physical operation. It was the hope of the principals that the Operating Committee would bring about closer co-operation between the Belt and its member lines. The Union Belt actually covered the following segments of track:

Delray Interlocking. There was a discussion about the delays in getting rail traffic through Delray and the need for additional levermen. The Board of Managers had previously approved two lead levermen for this purpose some time ago, but these had been released recently in order to reduce expenses. Train delays are now occurring and are "quite expensive". It was felt that replacing the levermen would be cost effective, saving the member roads from costly train delays. No action was taken.

Police Protection. The Committee noted that there had been pilfering of railroad cars placed on the Solvay Lead and on the Pennsylvania Belt. The Police Captains from the roads met on August 13th. They recommended that each road furnish one patrolman for a period of two weeks to police the Solvay Lead and "to endeavor to get enough convictions to break up the [crime] practice". This plan was approved and implemented. The actions reduced theft to a reasonable level.

Engine Issues for the Pennsylvania. The Trainmaster was instructed to investigate the advisability of tying up the Pennsylvania engine which works one trick in District 3 somewhere in the district. The engine now returns back to the PRR engine house and has been incurring a great deal of overtime trying to get to and from the district. The Trainmaster recommended having the PRR place an engine watchman for 16 hours each day to watch the engine and to coal and water the unit. The PRR will pay for this cost, which allows the engine to stay five days per week in the district.

Glendale Wye. The Committee approved a recommendation to the Board of Managers to install a new Wye at Glendale Avenue at a cost of $12,000.

Oakman Branch Passing Track. The Committee voted to recommend the installation of a passing siding on the Oakman Branch to the Board of Managers. A water standpipe was also added to the branch at an unknown location.

DSR Crossing on West Jefferson. The DSR has requested removal of their crossing.

Poor Flagging and Collisions. A 10 day suspension of Flagman Agnew was approved for his failure to properly protect the rar of a train, which caused PM Passenger Train No. 115 to make a sudden stop near Campbell Avenue. No collision occurred. An actual collision occurred on September 8th where a train struck a street car at Michigan Avenue. This was blamed on carelessness on the part of the DSR crossing watchman.

Signage on Locomotives. The Operating Committee required that member roads display a Union Belt sign on loaned engines. During this time period, the Belt did not own any engines of their own.

Oakman Branch Increased Activity. Activity on the Oakman Branch (District 3) has increased to the point that the PRR engine is staffed for two, eight hour shifts. The watchman hours were reduced to 8 per day. The watchman was paid equal to a fireman's rate of $5.20 per day for eight hours of service.

PRR Trackage Rights on Grand Trunk. It was reported that the PRR had acquired the right to use the Grand Trunk Railway tracks between West Detroit and Beaubien Street with the understanding that PRR and Wabash cars would be handled by Belt engines. The Belt was called upon to make a monthly report to the GT superintendent giving the number of engines, loads and empty cars moving over this track for each company.

Delray Tower Staffing. A study of the traffic conditions were made because of numerous complaints of train delays. The study indicated, conclusively, that the replacing of the second Lead Leverman position was fully justified and an additional man was put on on November 1st. In addition to the three regular Levermen, the tower now will have two Lead Levermen directing traffic from 7:00 a.m. to 11:00 p.m. daily, there being one Leverman in the tower from 11:00 p.m. to 7:00 a.m. during which time the traffic is not so heavy.

Proposed Crossover in Rougemere Yard. A crossover from the Foreman Street Wye of the Pennsylvania to the Pere Marquette main line east of the crossover leading form the main line to the west No. 2 track, would permit Union Belt drags from the Wabash and the Pennsylvania to cross over on to West No. 2 track and at the same time facility movement of runs in the opposite direction. Cost estimates were received at $1,650 for track work and $2,360 for signal and interlocking connections.

Switch Tender Pay. The Operating Committee received a petition from six men who are switch tenders at 21st Street and at West End Avenue. Them men are now paid $4.64 per day and wish to be raised to $6.16 per day which is the normal switchman's rate. The Committee voted to ask the Board of Managers to raise their pay to $4.72 per day which is the standard rate for switch tenders.

Rademacher Avenue Crossing Protection. The Detroit Safety Council for the Board of Commerce recommended some protection at this crossing due to increased automobile traffic. After inspection, the Committee decided to install an alarm bell which will be operated by the watchmen at Waterman Avenue. The costs of this installation are $250 for materials and $50 for labor.

Fired Watchman. The Committee approved the firing of Switch Tender Man for fighting on November 8th with Wabash Conductor Blanks. Blanks will be disciplined by the Wabash.

Cabins for West Detroit Branch Drags. Trainmen have asked for either cabins or old box cars equipped with stoves for the two West Detroit drag runs which the Pere Marquette will endeavor to furnish.

Damage to Town Line Standpipe. The Standpipe at Town Line Road was recently broken and will have to be replaced by a new one if it is decided to continue taking water from this 4" line. There is a 10" plus at Plymouth Road which could be used by engines working in that district, possibly in less time than it takes to get water from the 4" plug at Town Line Road.

Delray Interlocking Problems. A check of train movements through the Delray Interlocker between 11:00 p.m. and 6:00 a.m. from December 4th through 10th indicates that delays during that period do not warrant the employment of a Lead Leverman on the third trick. Nevertheless, the difficulties frequently encountered at night in the operation of this old plant due to mechanical troubles warrant more adequate means of obtaining the Maintainer who resides a few blocks away from the plant. There is a yard telephone but no City telephone service in the Tower and no telephone service in the Maintainer's residence. It is therefore necessary to send someone for him whenever needed at night. The Operating Committee feels that City telephone service should be provided in the Tower and also in the home of the Maintainer (who is employed by the Pere Marquette). PM will be asked to arrange for installation of City telephones in both places. The following trains were logged on the midnight shift at Delray during the 7-day test period:

Date	No. of Trains	Total Delay	Maximum Delay

12/4	77	2' 04"	58 minutes
12/5	85	1' 43"	30 minutes
12/6	78	2' 45"	44 minutes
12/7	60	1' 47"	14 minutes
12/8	76	1' 55"	15 minutes
12/9	73	2' 58"	38 minutes
12/10	89	2' 53"	45 minutes

Daily Average	77 (about 13/hour)	2' 18"	35 minutes

Use of Oak Yard. To improve service on the West Detroit Branch, it was proposed that all cars for south of Tireman Avenue be moved to and from member line yards via the Wabash Old Main Line. Cars for north of Tireman Avenue will be moved via the West Belt.

Employees Stealing Coal. At 4:45 a.m. on December 11th, Conductor Horace Aiken, in charge of the Ford truck accompanied by Yardmaster Nolan and Switchmen Agnew and Phelan were caught by Wabash Police Officers leaving West End Avenue with a half a ton of coal covered with burlap in the truck. Aiken claimed that he alone was responsible and was therefore placed under arrest and later pled guilty to a charge of Simple Larceny and was fined $25 and costs. He immediately resigned. The other men are not considered desirable employees and will be relieved from the service. The men discharged have requested a hearing which was granted. At the hearing the Operating Committee members satisfied themselves that these men were not implicated in the theft of coal and therefore allowed them to resume duty.;

Rademacher Crossing Protection. A record was dept of the traffic of all kinds over this crossing between the hours of 6:00 a.m. and 6:00 p.m. on December 16-18. The 3-day period included:

	Trains				Vehicles		Pedestrians
	East		West
Date	Pass	Frt	Pass	Frt	North	South	North	South

Dec. 16th	15	37	12	32	469	472	313	265
Dec. 17th	15	36	11	32	453	459	270	248
Dec. 18th	15	24	12	26	216	233	213	223

Total	45	97	35	90	1,138	1,164	796	736
Hr. Ave.	1.25	3.04	.96	2.66	38.41	38.79	24.29	21.36

In view of the heavy traffic over this crossing and the insistent attitude of both the Detroit Safety Council and the Department of Public Works, the Operating Committee instructed the Secretary to make a full report to the Board of Managers and ask for authority to establish continuous watchman service.

Relief Towermen. At Clark and Warren Avenues and Delray Tower, whenever any of the regular men are absent for any reason, it is the practice to double the other men involving punitive rates of pay. It was decided to select a capable trackman at each point to learn the work in these Towers so they can serve whenever any of the regular men are absent and thus avoid payment of punitive rates. The Train Master and Supervisor were instructed to arrange for this.

Steam Derrick Wreck Train. The Unio Belt member lines have no derrick train stationed at Detroit, the nearest one being the Pere Marquette outfit kept at Plymouth. There is frequent need for a steam derrick wreck train on the tracks of member lines in the Detroit district and on Union Belt territory, and the Operating Committee recommends that consideration be given at once to the question of having a wreck train maintained by one of these roads for joint use on the Union Belt and also for use on member line tracks outside the Belt territory in the Detroit district.

Crossing Protection at Rademacher Avenue. The Belt Road Master will be instructed to move the extra watch house at Dragoon Avenue to the Rademacher Avenue Crossing and if the Pere Marquette carpenter force cannot putt it in shape for service without delay, we will call upon the Wabash force to make the necessary repairs.

Proposed Interchange with Pennsylvania at Summit Street. The position taken by the Pennsylvania is that when the agreement was made between the Executives it was understood that each road would provide or set aside tracks for the interchange of cars with the Belt, and that they constructed two tracks therefore at Fort Street at cost of $28,000, whereas the other roads did not provide tracks for that purpose. The Pennsylvania feels that it has fully complied with the agreement and that all of its interchange with the Belt should be made at Ecorse Junction on these tracks as at present. It was decided to refer this to the Board of Managers.

Town Line Road Standpipe. The special committee appointed to study water requirements at this point recommended abandoning water plug at Town Line Road and the installation of a water plug at Grand River Avenue, approximately 2000 feet north of the Pennsylvania Wye where there is a sixteen inch City water main. It is vitally important to have water facilities for economical operation in this territory and the Operating Committee feels that the Pennsylvania should be requested to provide such facilities.

Accident on West Detroit Branch. Pere Marquette engine 503 in Belt service was badly damaged on January 3, 1925 when it collided with a cut of cars on the main track just west of the Pennsylvania Wye at Glendale Avenue. The Operating Committee approved the recommendation to suspend Engine Maxwell for thirty days on account of this accident.

Request of Saginaw & Bay City Steamship Company Denied. There appears to be no good reason for providing a side track for the accommodation of the Steamship Company at the foot of West Grand Blvd. and the Operating Committee therefore feels that the request should be declined. The degree of curvature would be such as to make it impracticable to operate over.

Current Interchange. The present arrangement is for the Pere Marquette and Wabash to make deliveries to the Belt at 21st Street for industries east of Clark Avenue and at Delray and Rougemere East Yard for industries west of Clark Avenue, and at Oakwood and Rougemere Yards for other industries on the Best.

Union Belt Automobile. The Ford Runabout used by the Union Belt messenger is in need of extensive repairs and it is estimated that to keep it in service will cost $125 within the next three months. For an additional $95 it can be traded for a new car and we would save approximately $10 by trading it before being compelled, the latter part of this month, to purchase a License which could not be transferred to another car purchased later in the year, so that it would cost $85 more for a new car than the cost of repairs within the next three months to the old one, which is in such shape that it cannot be expected to last throughout the year. This would be a replacement without any charge to the road and Equipment, and it is referred to the Board of Managers for immediate action.

Discipline. The Committee approved the Train Master's recommendations to suspend Pennsylvania Trainmen as follows: Conductor Byrne one week for damaging cars at Ocon Avenue January 19th; Brakeman Howard one week for running through a switch on the West Belt on January 19th; and Brakeman Gaffney one week for damaging engine cab at Warren Avenue on January 14th; Conductor B. Miller overhead suspension of one week for damage to building in Mack Coal Company Yard, December 13th; and conductor Agnew and Brakeman Parker and McDonald one week each for an accident in the Grand Trunk Yard on February 3rd.

Coal for Watch Houses and Interlocking Towers. Coal furnished this winter for use at watch houses and interlocking towers between Delray and 21st Street costs an average of $7.45 per ton by the carload and $9.91 per ton in small lots, and briquettes recently furnished to Delray $16,90 per ton including engine service and labor unloading. Run of mine coal can be purchased from local dealers for $6.50 per ton delivered into the bins and as it would cost less and would avoid train interference such as now occurs by being unloaded from the main track, the Committee recommends that authority be granted to purchase coal at the best price obtainable from local dealers on our tracks.

Wreck in Grand Trunk yard February 3rd. While Wabash Engine 2002 in Belt Service was shoving a cut of thirty cars from the West Detroit Branch into No. 2 track Grand Trunk Yard to pull out on to the Old Main Line the cabin car and the car next to it in this cut side-swiped a Grand Trunk train pulling out of the lead, destroying the cabin and slightly damaging the car next to it. There was no damage to the Grand Trunk train. The Grand Trunk wrecking outfit was used to re-track the cars. Since this accident did not occur on any Belt zone and the agreement provides that such expense shall be charged to the zone in which accident occurs, there is a question as to how the Belt shall dispose of an expense of this nature. It might be charged to the zone for which the service was being performed or to the district to which engine service was charged or to the Union Belt as a whole.

21st Street Engine Terminal. The supervision of the 21st Street engine terminal was assumed by the Union Belt of Detroit on February 16th. The engine house Foreman and Storekeeper were called in and notified of the change and at the same time instructions were issued to them with regard to carrying on the work and what is expected of them. Union Belt will also arrange to perform switching service in this engine terminal heretofore performed by the Pere Marquette. Coal will be supplied by member roads in proportion to the amount used by them. There is one City telephone with an extension in the engine house Foreman's office. It was decided to discontinue this service and install two telephones connected with the Private Branch Exchange of the Union Belt.

Clark Avenue Interlocking Operation. There have been several delays to trains recently at Clark Avenue due to the practice of keeping the plant set for street cars, although after midnight the street cars run at infrequent intervals. The Train Master was instructed to make a thorough investigation and report at the next meeting of the Operating Committee. Arrangements will be made to keep the plant set for treains instead of street cars after midnight.

Repairs to Pennsylvania Engine 2164. The engine was damaged December 22, 1924 due to low water while tied up on the Oakman Spur in charge of Watchman employed by the Union Belt. The Pennsylvania has rendered a bill against the Belt for $513.47 covering the cost of repairs made necessary on that account.

Track Maintenance. A great many of the industrial tracks east of Delray, maintained by the Union Belt, are in need of extensive repairs. Several derailments have occurred recently and with the view to adopting a program of general repairs, the Track Supervisor was instructed to make a complete inspection and submit detailed reports of his recommendations. This report was received and forwarded to the Division Engineers for consideration of maintenance work this summer.

Belt Engine Watchmen. All engine watchmen on Belt payroll are now assigned to oversee engines on the Oakman Branch and at Russell Street.

Police Protection. There is considerable stealing of freight and car parts at West Detroit resulting in serious expense to member lines, and the Operating Committee recommends the employment of two Patrolmen, one for service during the daytime and one at night on the West Detroit Branch and West Belt, comprising what is known as District #4, the expense to be charged to that District and divided among the roads on wheelage basis, the same as district engine expense, the men so employed to report to the Belt Train Master.

Track Gangs. The three section gangs between Backus Line and Delray will now have a foreman and eight men each, which is usual for the summer.

Water Facilities. On account of the excessive delay to engines procuring water from the 4" line at the south end of Zone 12, resulting in the practice of getting water from the Grand Trunk plug nearby, consideration will be given to the advisability of providing a standpipe at or near Michigan Avenue.

Use Of Pennsylvania Summit Street Yard. It was proposed to use track 4, and tracks 6 to 12 inclusive in the Summit Yard of the Pennsylvania for switching and storage purposes, owing to a lack of room elsewhere for handling cars on the Belt in this territory. This was declined because the interest rental value of these tracks makes their use prohibitive, considering the layout and location.

Yard Facilities. It was proposed some time ago to lease the DT&I yard at West End Avenue, and although no advice has been received from the Board of Managers as to the result of their negotiations, it is learned from the DT&I officials that they have no intention of leasing this yard at the present time, and that it will not be available for some time to come. In lieu thereof it is now proposed to lease that portion of the Wabash Delray yard south of the main tracks with the exception of the stock track, and this will be given further consideration upon receipt of plan and a definite proposition from the Wabash. Later in the month, the Belt was advised by the Wabash that they are not ready to lease any portion of their Delray yard.

Injury to Engineman O. A. Tice. On December 27, 1923, this man sustained injury to his left eye resulting in loss of sight in that eye caused by the bursting of water glass and shield on Pere Marquette engine 464 while in Belt service on the West Detroit Branch. The Pere Marquette made a settlement with him by the payment of $1,400 and rendered the bill for that amount against the Belt for reimbursement. It was submitted to the Board of Managers for review. The claim was paid on November 17, 1925.

Yard Office, West Detroit Branch. In lieu of yard offices at Michigan Avenue and Federal Avenue, it is proposed to provide an office consisting of two box car bodies equipped for the purpose at the southerly end of West Detroit Branch near the junction with the Grand Trunk, one for Trainmen's lockers and one for use as an office for Yard Masters and the Clerks now located at both Michigan Avenue and Federal Avenue at a total estimated cost of $500. The combining of these offices would increase efficiency and save approximately $175 per month. The proposed standpipe for Michigan Avenue will be changed and placed 150' north of Otis Street, connecting with a 10" City main at that point in lieu of the 4" line at the south end of Zone 12, which would be abandoned.

Crossing Protection at Tireman and Livernois Avenues. The Traffic Division of the City Police Department has called to the Belt's attention of the unprotected railroad crossings at Tireman and Livernois on the West Detroit branch. They are suggesting electric signals or a warning device. A study of the intersection of made which shows an hourly average of two trains, 76 pedestrians, 799 vehicles at Tireman, and 1 train, 39 pedestrians and 679 vehicles at Livernois, indicating the need for a modern warning device at both crossings.

Rougemere Operators. On June 22nd, Rougemere operators were moved from the yard office to the west end of the yard where they are used exclusively for blocking trains and yard engine movements between Michigan Avenue and Rougemere. The Belt will therefore be charged with their entire wages effective June 22nd instead of 90% as before when they performed some clerical work for the Pere Marquette. According to the April 12, 1926 minutes, the PM share remained at 10% because these operators are copying train orders for outbound PM trains.

Dispatchers and Clerk At the Union Depot. Heretofore the Union Belt has assumed 50% of the wages for dispatchers, operators and clerk at Fort Street Union Depot. It was considered excessive in view of the amount of work performed by these men for the Belt, and on the account suggested that the expense be divided one-third Belt and two-thirds Depot. The Fort Street Union Depot Company has changed the basis for division of this expense to 40% Belt and 60% Depot, effective July 1st and the Operating Committee has approved this pending further investigation.

West Detroit Branch Telephone Line. A short line telephone is badly needed on the West Detroit Branch, with ten telephones located at various points. The Bell service we now have which could be dispensed with would result in a savings of $60 per month, and the additional Bell service now required if short line telephone is not provided would cost approximately $40 per month, so there would be a savings of $100 per month or $1,200 per annum, or 17% on investment of $7,000 which is the estimated cost of pole and wire line with necessary telephones and equipment. The Operating Committee recommended that authority be granted for pole and wire line the entire length of the West Detroit Branch.

Rougemere Accident. Pere Marquette engines 1406 and 468 in charge of Belt Hostler and Pilot enroute from 21st Street Engine house to Rougemere ran into open crossover switch south of Baugee Creek and side swiped a train being handled by Rip track engines. The Block Operator at the west end of Rougemere Yard gave Delray permission to run these relief engines to Rougemere on the main line although Pere Marquette train No. 52 was occupying the main track at Fort Street and had shoved a cut of cars through this crossover to the Icehouse leaving no one in charge of the open switch. The Hostler crew in charge of relief engines had rights through the Interlocking Plant only and failed to observe that the crossover switch stood against them. Investigation develops that the Block Operator, Hostler and Flagman on No. 52 are all responsible, and it was decided to dismiss the Operator and Hostler and leave to the discretion of the Pere Marquette the discipline to be imposed on the Head brakeman.

Water Facilities Near Michigan Avenue. The Pere Marquette advises on account of the possibility of grade separation at Michigan Avenue that their Division engineer has been requested to prepare a plan and estimate for stand pipe at suitable point north of Michigan Avenue. This was finally placed in service April 1, 1926.

Oak Yard. The Pere Marquette Railway wishes to utilize for its own exclusive use, that part of Oak yard, consisting of three tracks on the south side of the present main line, and suggests that in view of the industrial spurs leading from the outside of Northerly track, requiring it to be kept clear, that track to be used for main line purposes and devote the present main line to Yard service. The Operating Committee recommends that this be done in view of the anticipation of early construction of additional tracks near the Pennsylvania Wye on the West Belt. The matter is therefore referred to the Board of Managers for approval.

DT&I Interchange. Effective August 1st, all interchange between the DT&I and connecting lines is to be done in Fordson Yard. The interchange of the three member lines is handled by their own power, through zone 11.

Yard Facilities. The operation of the Union Belt is constantly hampered by reason of having no yard facilities whatever for receiving, classifying and holding cards. On Sunday and Labor Day of this week, the Belt delivered cars to the full capacity of industrial tracks and utilized all available industrial track room for storage purposes and there was still an accumulation of one thousand cars which could not be placed by the Belt. The industrial work on the Belt has been increasing steadily and is not approximately double that of a year ago, and consequently the need for a Belt yard is more important than ever, and it is the urgent recommendation of the Operating Committee that steps be taken at once to provide yard facilities for Belt use. The Operating Committee will make a ground inspection to develop the possibility of locating a site for a temporary yard east of Delray.

Second Track Through Rougemere. The density of traffic through the Rougemere district is now so great that it is costing the Belt in excess of 200 engine hours per month by reason of delay to Belt engines getting through that territory. To avoid this excessive delay to trains, it is the recommendation of the Operating Committee that immediate consideration be given to the building of a second track on Pere Marquette right-of-way from the end of the second track south of the bridge to the end of the second track north of Miller Road, with gauntlet over the bridge until such time as it is necessary to replace the bridge with a double track structure.

Depot Use of Belt Tracks at 21st Street. It was suggested that the Depot be charges a 20 cent per car assessment for use of Belt tracks near the Depot. A check revealed that there are approximately 1,800 cars per month that use these tracks. The Secretary was authorized to render a bill for use of the tracks that are maintained by the Belt at this point.

Additional Crossover to Fordson Yard. The DT&I has discontinued all except industrial switching operations at their south yard and all of their interchange with member lines is handled at Fordson Yard. The present one-way crossover is wholly inadequate to permit handling this interchange without greatly interfering with the main line as well as yard operations. It is therefore proposed to construct an additional crossover. The DT&I should construct their end, and the Pere Marquette its end of the new crossover. The expense incurred by the Pere Marquette will be added to the valuation of facilities used jointly in Zone 11. The Ford Motor Company is to obtain permission from the Pennsylvania to cross its property. This crossover was placed in service on December 3, 1925.

Yard Facilities. It is estimated that it will cost $20,000 to extend the Sugar House Lead to West End Avenue, a distance of 4,700 feet, exclusive of the cost of either moving the telegraph line to the north right-of-way line or placing it in conduit. This will be given further consideration upon receipt of estimates for both propositions.

Manual Block System Between Depot and Member Line Yards. The operation of trains in this territory has been given some consideration and study by the Train Masters and it is their recommendation that it be protected by manually controlled clock system, which would require telephones at all crossovers, block offices at 21st Street, Clark Avenue, West End Avenue and Delray, with a set of dispatchers located at the later point. This will be given further consideration before preparing estimate of the cost of facilities required for Manual Block System and the expense of handing it.

Delray Interlocker. This plant is worn out and the Operating Committee feels that it should be rebuilt as soon as possible, notwithstanding the possibility of grade separation at tome future time. This is respectfully brought to the attention of the Board of Managers.

West Detroit Yard Offices. The Operating Committee reconsidered its plan to put two box cars at West Detroit for Yard Offices. They decided that due to questionable appearance, they should put small offices, "similar in construction to standard tool houses". This will be submitted to the Board of Managers. Finally built and occupied around May 1, 1926.

Police Protection Problems. The pilfering of cars in Belt territory is increasing constantly. There is no systematic policing of the properties or definite assignment of Patrolmen. At the present time, the Wabash is policing day and night the Old Joint including Solvay and Edison leads, the Old Main Line, Russell Street and West Detroit Branch in the vicinity of Michigan Avenue. The Pere Marquette is policing the West Detroit branch during the day time only, and the Pennsylvania the West Belt periodically during the day and night. It is the opinion of the Operating Committee that the following police protection should be provided day and night by the member lines at the expense of the Union Belt and to be divided by the member lines on industrial car basis:

Between Grand Truck Junction and Michigan Avenue	One man each by the Wabash and Pennsylvania, chargeable to Zone 12a.
Between Michigan Avenue and the West Belt	Two men by Pere Marquette chargeable to Zone 12a
On the West Belt	Two men by Pennsylvania, chargeable to Zones 14a and 18a.
Russell Street and Old Main Line	One man each by Wabash and Pennsylvania, chargeable to District 2
Old Joint	One man eadch by Wabash, Pere Marquette and Pennsylvania, chargeable to District 1.

	1 Day and 1 Night	1, 2, 3, 5, 6, 8, 9, & 10
	1 Day	11, 14, 15, 16, & 17
	1 Day	12
	1 Night	12 & 13
	1 Day	13 & 18