Union Belt of Detroit Part II

It is clear from reading the minutes of the Union Belt Operating Committee, that this group was much closer to the day to day operations of the Belt, and wanted the Belt to succeed. The Operating Group was constantly worried about yard space, storage and crime on their property and constantly made recommendations to the Board of Managers about ways these problems could be solved. Unfortunately, the Board of Managers was unable to justify much of the price of these improvements, or individual road politics and business strategies limited a desire to participate in these improvements. We continue on with the minutes of these meetings, as they tell such an interesting story in the building of the Union Belt.

Crossovers in Old Joint Territory. After careful study of traffic, the Operating Committee has recommended two additional crossovers, one between the main tracks at Junction Avenue and one between the westbound main and Sugar House Lead at Morrell Street, and the reversing of the crossover near Summit Street at a total estimated cost of $3,422. This was submitted to the Board of Managers.

Yard Facilities. Rather that approve the proposed yard between the Sugar House Lead and West end Avenue, the Board of Managers directed the Operating Committee to ascertain what use the Belt could make of any portion of the Pere Marquette Rougemere yard. It is contemplated that the yard could be used for delivery by member lines to the Belt of cars for Districts 3 and 4, consisting of the Rougemere, Holden, Oakman, West Belt and West Detroit territory. The Operating Committee also noted that the DT&I West End Avenue Yard can be leased on a reasonable basis and recommends that it be acquired and used for delivery by member lines to the Belt for all cars for industries east of Delray.

Yard Facilities. The Operating Committee reviewed the blueprints of Rougemere Yard. The Pere Marquette member stated that they have under consideration the question of giving up ten tracks in this yard for Belt use, which would be tracks 6 to 15 inclusive, which would give the Belt approximately 500 car lengths of room in this yard. It was the opinion of the Operating Committee that this would give the Belt adequate yard facilities in that territory for the interchange of cars from member lines to the Belt for Districts 3 and 4. They recommended to the Board of Managers that the Belt take over these tracks when the Pere Marquette decides to release them.

Fatal Accident to Crossing Watchman. The Claim Department has arranged for settlement by payment of $225 and voucher for that amount is being held in this office awaiting authority for approval by the Secretary. The Operating Committee could not agree as to responsibility for this accident, which caused the death of Gottfred Daus, Crossing Watchman at the Cavalry Avenue crossing on September 19, 1925. The Wabash member's position is that the Pere Marquette is liable for the accident. the Pennsylvania member states that on account of the absence of positive evidence as to which train struck the man, that the expense should be assumed 50% by the Pere Marquette and 50% by the Belt. The Pere Marquette member's position is that the entire amount should be assumed by the Union Belt. Ther43efore, the mater is referred to the Board of Managers for decision. The Managers approved the payment by the Belt.

Company Surgeon. Authority was received to increase the compensation of the Surgeon from $100 to $400 per annum, effective March 1, 1926, with instructions to make a deduction of $1 for each physical examination of all applicants, except Track laborers and clerks. This will include engine house men and train service employees.

Proposed Wye at Glendale Avenue. In lieu of providing this Wye, it was decided that three tracks at Coon Avenue for salvage and storage purposes would be of more benefit. These tracks, with a total capacity of 93 cars, were placed in service November 13, 1925.

Passing Siding On Oakman Branch. This track was placed in service in January, 1925, as approved on August 26, 1924 by the Board of Managers.

Removal of DSR Crossings in West Jefferson Avenue. The Wabash and Pere Marquette own the diamond in Jefferson Avenue formally used to serve the American Car & Foundry company. It's angle is such that it cannot be used to serve the Detroit Railway & Harbor Terminals Company or any other industry in that vicinity. The diamond is also in bad shape. The Operating Committee recommends it's removal.

Crossing Protection. It is proposed to gradually install flash light signals at some of the less important crossings now protected by Gatemen and dispense with the men at a saving of $236.64 per month for each crossing. The least important crossing now protected by Gatemen is Crawford Avenue where flash signals could be operated by gatemen at adjoining streets (artillery and Rademacher) and it is recommended that this be authorized so that it can be taken up with the Utilities Commission for approval.

Manual Block System. After due consideration the Operating Committee is recommending a private telephone line with telephones for present switch tenders and others located conveniently for Conductors and employment of a set of dispatchers to regulate traffic between Depot and member line yards. It is estimated that the telephone facilities will cost $4,337 and the rate of $225 recommended for three dispatchers to be relieved one day each week.

Western Union Time Service. Notice was received from the Western Union Telegraph Company of an advance of 25 cents per month commencing July 1, 1926 in the rental charge for synchronized self-winding clocks in the Engine house office, train master's office and Delray Tower, for which we now pay respectively $1, $1.50 and $1.75 per month.

Water Facilities. Water facilities were discussed as they related to valuation of properties. According to the discussion, Belt water facilities are located at Otis Street (on the West Detroit branch near Michigan Avenue), Russell Street, Plymouth and Glendale Avenue. The Pennsylvania had a water facility at Lonyo Road. These are not the total of water facilities on the Belt.

Gas House Lead Near Depot. Discussions are taking place on using the tracks of the Gas Company for switching of the Fort Street Union Depot. This is the first mention of a planned 4-track main line.

Improvements to the West Detroit Branch. The following improvements are recommended for the West Detroit Branch: 1) 90# rail [already done]; 2) 2nd track from Plymouth Road to Livernois at a cost of $11,200; 3) a passing or drilling track, Warren Avenue to approximately Livernois at a cost of $20,900; 4) a passing or drilling track between Schoolcraft Blvd., and Town Line Road at a cost of $12,173 and 4) relocation of the crossover east of Michigan Avenue leading from the main track to the old scale track at a cost of $250.

Charging Industries for Engine Rentals. It was determined that industries be charged for use of engines and train crews including fuel, supplies, etc. furnished for any purpose at the following rates per hour:

Vandalism At West Detroit Yard Office. Two box car bodies were set off the trucks at West Detroit on December 1, 1925. On January 11th the siding was torn from one of the cars. On January 31st one of the cars was damaged by fire. The carpenter work on these cars was completed February 20th but no light or water was provided. On February 23rd the cars were completely stripped of all window sash by some unknown person. The sash was replaced and telephones were installed on April 28th. On May 29th, one window was broken, both telephones and telephone boxes were stolen. Cars were wired for electric lights sometime during May. On June 10th every sash in both cards was damaged beyond repair and considerable destruction to the inside of the cars was done. On June 14th arrangements were made with Lowrie & Robinson to replace the sash as Pere Marquette Bridge & Building gang was busy elsewhere. On June 23rd both cars were entirely destroyed by fire evidently started by boys in the neighborhood. The Operating Committee urges the Pere Marquette to proceed at once to replace the office and to provide constant police protection from the time the car bodies are set off until ready for occupancy.

Interchange with Pere Marquette. Commencing July 1st, effective with the use by the Pere Marquette of their new yard at Oak, the interchange of cars to and from the West Detroit Branch and West Belt is made at Oak. The interchange of cars for the Rougemere territory, Oakman Branch and Holden Spur as well as the joint territory east of Delray will continue to be made at Rougemere Yard for the present.

Enginehouse Labor Force. The following men are now being carried on the payroll as laborers at the Engine House:

Proposed Wye At Glendale Avenue. The wye track in the southwest angle of the junction of the West Detroit branch and the West Belt is again recommended now that the Pere Marquette is interchanging with the Belt at Oak and contemplates deliveries there of considerable sand and gravel for industries in the Rougemere district. There will be still greater need for it beginning with the construction of several large industrial plants on the West Belt particularly the Electrical Refrigerating Corporation and Peoples Outfitting Company. This was approved and work started on the wye on August 16th and it was placed into service on September 8th.

Interchange with Detroit Railway & Harbor Terminals Company. the Harbor Terminals Company has completed the first of several contemplated warehouses on property formerly occupied by the American Car and Foundry Company, with a net work of tracks connected with the lead between the main line and Jefferson Avenue. They have purchased a 40 ton oil burning locomotive to perform their own switching and the member lines have filed tariffs for plant switching allowance. In order to efficiently handle the business it is the intention to have the alley closed and construct two additional tracks parallel with the existing track for interchange purposes and until such time as these tracks are provided the tariff above referred to will not be operative as under the present conditions the Belt is required to perform the switching service in the plant and consequently no allowance is being made.

Yard Problems Continue. The Pere Marquette cannot now spare any portion of the Rougemere yard and it is the opinion of the trainmasters and also the Operating Committee that their East Yard could not be used to advantage by the Belt for the reason that the classifying of cars in that yard with interlocking plants at Fort Street and Delray would be seriously retarded.

Third and Fourth Main Tracks. In connection with the meeting of the Chief Engineers on August 24th, the Operating Committee has reviewed the plan for the third and fourth main tracks now proposed beginning at 21st Street and terminating at Harbaugh Avenue with the expectation that ultimately arrangements will be made to extend these tracks to Delray Interlocking, and recommends a full set of crossovers in the vicinity of 21st Street, Studebaker Plant, Summit Street and West End Avenue, eliminating all other main line connections. The plan has been returned to the Engineers. The Committee urges that the engineering force recommended by the Chief Engineers be employed at once to take charge of the main track renewal work now in progress and instructed the Secretary to submit Form 30 for this force.

Collision Near West Grand Blvd. A serious rear-end collision occurred on the Boulevard Lead due to the failure of the Engineer of Wabash Train No. 2 to stop at the signal, and failure of Flagman with Pere Marquette Boat Yard train to protect train that had not cleared the derail on the Boulevard Lead and the switch therefore could not be closed. The Wabash Engineer was suspended 45 days and the Pere Marquette flagman was dismissed from the service.

Yard Supervision. Industrial switching on the Union Belt has shown a steady increase as reflected by statement of industrial cars handled during the first eight months of this year compared with the same period of last year shown below, and a still greater increase is expected due to additional industries locating on the Belt:

	1926	1925	Increase	Percent
Old Joint & Old Main Line	98,816	81,435	17,381	21%
West Detroit Branch	52,691	47,262	5,429	11%
Rougemere District & West Belt	48,997	47,163	1,834	4%

There was an increase of 5,503 cars or 72% in Zone 18 of the West Belt not reflected in totals for the third item due to Ford Blast traffic handled by the Belt during the early part of 1925 since interchanged with the Wabash at Oakwood Junction. some of the alrger plants now under construction are:

	Electric Refridgerator Corporation	Detroit City Gas Company
	Ernst Builder Supply Company	People's Outfitting Company
	Mark R. Hanna Construction Company	Service Coal Company
	United Fuel & Supply Company

Lithographed maps of the Union Belt have been colored to show the territory of present Yard Masters and territory of proposed additional Yard Masters. The Operating Committee is convinced that more supervision is essential for economical operation of the Belt and that with the present business there should be an Assistant Train Master in charge at night and an additional Yard Master during the day time to be located at Glendale Junction and recommends rates of $315 and $254.28 respectfully for those additional positions.

Dispatcher's Telephone Circuit. Now that the third and fourth main tracks have been authorized by the Board of Managers, in lieu of dispatchers with telephone facilities it is felt that consideration should be given to the installation of automatic signals on the high speed tracks and that the Signal Engineers should be called upon for recommendations regarding this signal system.

Designations for Certain Points. The following names have been decided upon for points indicated:

Yard Supervision. Yard supervision costs will be divided up into the following zones:

Lamp Tender. The pay of the Lamp Tender is divided among the main line zones (1, 2 & 3) according to the number of lamps in each zone. this has the approval of the Operating Committee.

Automatic Signals On High Speed Tracks. The Signal Engineers met with the Operating Committee for discussion of proposed signal protection between 21st Street and Delray in conjunction with the construction of third and fourth main tracks. After careful consideration of their original report recommending an independent machine in Delray Tower for handling crossovers at the West end of the additional mains, replacement overhead of interlocker at Clark Avenue and additional interlockers at West End and Junction Avenues at a total estimated cost of #303,000. The Committee still feels that these improvements should be ultimately provided and that the first portion to be constructed as soon as possible should consist of the two interlockers at Clark Avenue and 21st Street, and automatic signals located on the bridge at the Studebaker Plant, Junction Avenue, Crawford Avenue, Solvay Avenue and Harbaugh Avenue, besides those at Clark and 21st Street interlockers at an estimated cost of $145,000.

Plymouth Road Team Track. The Board of Managers has authorized discontinuing this as a team track as the Pennsylvania has withdrawn its objection. The Meyers Road team track was also abandoned on March 31, 1927.

Coach Yard Facilities. Considerable damage to passenger equipment and extra switching are caused by lack of steam on the repair tracks in the Coach Yard at 21st Street. The Operating Committee recommends extending the steam line to these tracks at estimated cost of $400 to be borne by the Pennsylvania and added to the valuation of coach yard facilities.

West Detroit Branch Telephone Line. Service has been established at Michigan Avenue, Warren Avenue, Meyers Road and Oak, and the balance of the telephones will be installed. This telephone service will enable Yardmasters to keep in touch with crews along the line, permit Car Checkers to communicate with the office and greatly improve operations.

Union Belt Automobile. The rental of garage for the automobile used in messenger service now costs $84 per year. A metal garage 9x16 without flooring can be erected for $150 and there is a suitable location adjacent to the driveway near the coal dock. It is recommended.

Depot use of Belt Tracks at 21st Street. Most of the Coach Yard switching is done at the west end and it causes some interference to main line operations. Investigation early last year led to the conclusion that if the Coach Yard switching operations were confined entirely to tracks assigned thereto, it would necessitate performing the service at the east end of the yard with use of the approach to the viaduct and by reason of the grade the expense would be considerably increased. It was therefore decided to rebuild and extend the Gas House Lead to accommodate the switching at the west end of the Coach Yard and thus avoid the use of the main track. The Gas House Lead has since been extended and is now a part of the Westward No., 2 track. The Wabash feels that either the Belt should charge for the use of tracks by Depot engines in switching service at the same rate per car assessed by the Depot Company for the use of its tracks as a means of getting to and from the Jefferson Avenue industrial tracks, or the Depot Company should discontinue its charges, allowing the use of its tracks to be offset by its use of Belt tracks at 21st Street, and the Operating Committee will give it further consideration.

Third and Fourth Tracks. In view of the excessive expense for building changes at Timken-Detroit Axle Company Plant No. 1 and the Detroit Chemical Company to permit relocation of the turnouts in the new mains, some consideration has been given to continuing them in the present mains with crossing diamonds in the new mains. In lieu thereof, after further consideration, the Operating Committee recommends installation of slip switches and plans accompanied by the estimate of cost will be submitted to the Board of Managers.

15th Street Switchtenders. These men are employed by the Fort Street Union Depot Company to handle switches at the foot of the viaduct. In view of the service they perform throwing switches for engines to enter and leave the 21st Street ending terminal, it is the opinion of the Operating Committee that the Union Belt should bear one half of their wages and divide it among three roads on basis of the number of engines dispatched for each during the calendar month.

Clark Avenue Interlocker. For construction of the fourth track across Clark Avenue, where there is insufficient right of way for interlocking tower on the ground, the Committee recommends a twenty lever electrically operated machine located on a bridge at approximate cost compared with a new plant with tower on the ground, to be purchased for that purpose as follows:

	Tower on Bridge	Tower on Ground
Land to be purchased		$2,500
Brick tower		$5,400
20 lever machine - complete	$28,500	$28,500
Tower on bridge	$1,500
Signal bridges - 2	$6,000	$6,00
Bridge for tower	$3,600
Relocation of telephone lines	$400
Total Cost	$40,000	$42,400

In event of any change in the street car traffic, not now contemplated, the bridge will be in the right location for the automatic signal system.

Zone Limits. On account of track changes due to construction of the third and fourth main lines between Delray and 21st Street, necessitating removal of some fixed locations used as the dividing points between certain zones, it is recommended that the limits of zones be changes as follows. The Terminus of Zones 1 and 2 established at the heel of the frog in the Boat Yard lead, station 595-89, to the east line of West Grand Boulevard, Station 594-53, now that the Boat Yard lead has been extended across the Boulevard and is a part of the Westward No. 2 track. Zone 9, as described in the proposed operating agreement extends from the heel of the grog in eastbound main line between Solvay and Green Avenue, Station 495-50. this track was likewise extended to become a part of Eastward No. 2 and the turnout in it for connection with the DT&I at West End Avenue, and with the Solvay tracks, is now located between Solvay and West End Avenue with the heel of the frog at Station 491-50.

Accident Expense. On May 11, 1927, while Trackman John Figluizzi was assisting Signal Maintainer change out insulated joints at 23rd Street, he stepped out of the way of a Wabash drag approaching on the eastward main, backed into and was struck and fatally injured by Pere Marquette engine 503 moving in the same direction on the Boat Yard lead. His hospital and fineral expenses cost $345.55. The Operating Committee is unable to agree as to the responsibility for this expense. The Wabash representative is of the opinion that the Pere Marquette is entirely responsible and should assume all liability as Trackman was killed by one of their engines in exclusive Pere Marquette service. The Pere Marquette representative feels that the Belt should assume it in view of the contributory negligence of the Trackman who was employed by the Belt. The Pennsylvania representative contends that it is the obligation of the road involved in the accident to bear the expense. The case is therefore referred to the Board of Managers for a decision.

Crossing Protection. At the hearing before the Common Council on July 15th, that body approved the plan to install flashing light signals in place of alarm bells at: Minnie Street, Swain Avenue, Pelham (formally Pleasant), Summit Street and Post Avenue. Also approved in lieu of bells, gates and watchmen at: Junction, Cavalry, Military, Crawford, Rademacher and Solvay Avenues. At Artillery Avenue, where the gates were recently removed to permit construction of third and fourth main tracks, the watchmen will be retained at this crossing. The wages of 16 crossing watchmen will be saved amounting to $15,145 per annum.

Third and Fourth Tracks. These tracks will be used quite extensively for through movements, and the Operating Committee therefore recommends that 6,600 rail anchors be applied at an estimated cost of $1,500 for labor and material.

Clark Avenue Interlocker. It is estimated that the replacement of this plant incident to the construction of the fourth track across Clark Avenue will cost $29,850 and as the agreement of December 20, 1904 provides that the Electric Company bear one-half the expense of maintenance, the Operating Committee will, through the Signal Engineer of the Pere Marquette, negotiate with the Department of Street Railways to assume one-half the cost of rebuilding the plant.

Service From Detroit Edison, Delray Plant. The Detroit Edison Company plant located on the Delray Terminal Railroad owned by the Edison Company is reached by the Delray Connecting Railroad owned by the Solvay Process Company. When deliveries are made by the Union Belt its member lines make a switching allowance of $1.02 per car to the Delray Terminal for spotting service and pay the Belt for the delivery also for return movement of the empty cars. No charge has been assessed for use of the Delray Connecting track to reach the Delray Terminal, but it is expected that a trackage charge will be established, as under the Price Trusteeship the track can be used by any connecting road at cost of interest and maintenance expense. When deliveries are made by the roads to the Delray Connecting Railroad for intermediate switch movement to the Delray Terminal Railroad, the switching charge assessed by the D.C.R.R. is $3.60 per car and empties are returned free. Prior to May 28, 1926 the switching for all member lines to and from this plant was performed by the Union Belt. Commencing that date the Pennsylvania traffic was diverted to the Delray Connecting Railroad and commencing May 10, 1927 the Wabash and Pere Marquette similarly diverted their traffic for the Delray Plant of Detroit Edison. Cars for that plant were again given to the Belt by Pennsylvania commencing September 3, 1927 and by the Pere Marquette commencing September 7, 1927.

Care of Passenger Equipment at Detroit. For some time, efforts have been made by the member lines to reach an agreement for the care of their passenger equipment cars at Detroit by the Union Belt. It was proposed effective with the transfer of this work from the Union Depot Company to the Union Belt to create the position of Master Mechanic to have supervision over both the engine terminal and passenger car work. The Wabash and Pennsylvania desire the Belt to perform the work of inspecting, repairing, cleaning, icing, watering and charging their passenger cars at the Depot as well as in the Coach Yard. The Pere Marquette object to this scheme as a whole, preferring to confine the Belt supervision to the mechanical operation of the Coach Yard and continue such work as is done at the Depot under the supervision of the Depot forces. It is now proposed by the Pere Marquette that the present General Foreman at 21st Street Enginehouse be promoted to Master Mechanic and his supervision extended over the mechanical operations of the Depot Company including the Coach yard, reporting to both the Operating Committee of the Union Belt and the Superintendent of the Depot Company. this proposition is urged by the Pere Marquette at this time as a means of at once securing the benefit in economy and efficiency to be had from such joint or unified supervision, rather than to defer action toward that end until agreement is reached on the proposition to place the Coach Yard mechanical operation under the jurisdiction of the officers of the Union Belt. The Wabash is not agreeable to making any change until a decision is reached as to the future care of passenger cars at Detroit. The Pennsylvania objects to extending the supervision of the General Foreman, preferring to make no change in the handling of passenger car work until completion of the present negotiations. It is their opinion that this work is not a function of the Depot Company and that the roads can have it performed as they choose. This is referred to the Board of Managers.

City Garbage Plant Switching. The switching at the City Garage Disposal Plant, an industry on the Union Belt at 24th Street, is performed by the Wabash crew that hauls the loads to French Landing and the empties back to this plant. That service was established shortly after the beginning of Belt operation to overcome complaints that were made on account of the offensive odor from these cars when allowed to stand around after being switched out waiting for Wabash to haul them to the reduction plant at French Landing [near Belleville]. It is the most practical and economical arrangement for movement of this traffic. The Wabash makes no bills against the Belt for engine service or crew wages, the cars are not interchanged but are included in the Wabash main line wheel reports, hence no dummy interchange reports are prepared and the cars are only counted in the main line wheelage of the Wabash.

Proposed Extension of Jefferson Avenue Track West End. The extension of the West Jefferson Avenue track to connect with the main line west of West Grand Blvd. would not only expedite the switching service in Jefferson Avenue but would avoid considerable interference to main line traffic between the Boulevard and 21st Street. This extension would cost $10,500 exclusive of the right of way, and it is conservatively estimated that it would save two hours of engine service per week day which at $10 per hour would exceed $6,000 a year. It could be used for a connection to serve the balance of the triangular piece of property owned by the City now being considered as a site for an additional garbage loading plant. The Operating Committee has approved of the plan and feels that in event the City decides to so develop the property, it would be an ideal opportunity to obtain a right of way across City property and permission to extend the Jefferson Avenue track to the main line, and the plan will be submitted to the Board of Managers for consideration.

Third and Fourth Main Tracks Update. This program has been completed with the exception of the following. 1) Nothing done east of Barrett switch in Pere Marquette Board Yard Lead. PM is not in position to turn this track over to the Belt for use as fourth main line. 2) New connection with the Timken Detroit Axle Company across the third main east of Clark Avenue is awaiting PM authority to proceed with the work. 3) The 3rd track across Clark Avenue cannot be completed until interlocker is rebuilt in new location (overhead) to provide room for this track. Awaiting PM authority to proceed with the work. 4) New connection with the Detroit Chemical across fourth main east of Junction Avenue. Awaiting PM authority to proceed with the work. 5) The system of crossovers authorized by the Board of Managers has been completed except the installation of the scissors at 21st Street and West End Avenue for which material has not been received, and the crossover at Junction Avenue is awaiting PM approval of a new connection with the Chemical Works. The Wabash has rebuilt its tracks on the joint right of way between West End Avenue and Harbaugh Avenue where the Belt has constructed turnouts from Nos. 1 and 2 main tracks. The Wabash is prepared to turn these tracks over to the Belt for joint use and maintenance.

Equalization of Power. On November 1st, 1927, the Wabash was 819 hours behind its quota of engine service to be supplied to the Union Belt, and the Pere Marquette and Pennsylvania respectively 419 hours and 400 hours ahead of their quotas. The Pere Marquette is not agreeable to displacing its engine and crew in District #1 to allow the Wabash to equalize.

Automatic Signals on High Speed Tracks. Instructions received to confer with two signal companies to develop the feasibility of centralized control of signals and switches for operation of trains between Third Street and Delray. The Signal Engineers suggested signal protection to be provided ultimately for the four track system, and recommended that the first portion to be constructed as soon as possible should consist of the two interlocking plants at Clark Avenue and 21st Street, with automatic signals on bridges where needed. Upon completion of the studies by the Signal Companies it is the intention of the Operating Committee to recommend that a signal system be installed next year that will conform to the ultimate plan of signals and interlocking plants.