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AN ANALYSIS OF MICHIGAN’S
GRADE CROSSING SITUATION

Thesis for the Degree of B. S.

A. E. Howell
I 9 2 7

 

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AN ANALYSIS
OF
MICHIGAN'S GRADE CROSSING SITUATION

A Thesis
Submitted to the Faculty
of the
Michigan State College
of

Agriculture and Applied Science

. 331:1»
A 3-. E.’ 'Howell

ESP
Candidate I

for the

Degree of Bachelor of Science.

June, 1927.

 

 

 

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--\

The author believes that a reel problem exists in the
present condition and situation of Hichigen‘s grade cross-
ings. If this fragment will provoke either corrective or
constructive criticism and. eventually, produce a definite ,
program of complete and exhaustive analysis, it will hzre
accomplished its purpose. in endeavor has been mIde in
the physicrl construction or this thesis, to segregate
statistical data to facilitate"the regaing.

The writer wishes to eXpress his appreciation to
members of the Hichigsn State Highway Department and the
Public Utilities Commission for their kindness in placing
the information in their files at his disposal. He is
especially grateful to hr. C. 9. Helick for his personal

aa/M

interest and guidance.

V
\

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M
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comm-III:

A. ‘ 1 onditio
1. Emilroads of Xichigan

2. Highways or dichigen
3. Existing Grade Crossings
4. Present Rate of Protection

B. Necessitz for Improvements
1. Public Safety

 

2. Public Convenience

C. Methods of Improvement

1. Improvement of Site

 

2. Providing Protection

3. Control of Traffic

4. Elimination & Abandonment
5. Separation

D. Mon of types & ’a‘atimateg Costs

1. For Site Improvement

 

2. For Providing Protection
3. For Traffic Control
4. For Elimination
5. For Separation
Bow
1. Conditions in.flichigan
2. Railroad Companies' Limitations
3. Conditions in Other States

4. Suggested hethods

 

 

-.IPN

F. Legislation
1. 1393 - Act 92 - Grade Separation

2. 1909 - Lot 233 General Highway Law

3. 1909 - Act 300 Protection

4. 1925 - lot 92 Clear Vision - Stop
Crossing Law

5. 1925 - lot 114 Grtde Separation rct

6. Suggested Legislation

G. gonglugion
1. Effect of Highway Growth on.Pr03rem

2. Financing

~3. Development Trend of Grrde Separations

 

 

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Our forefathers generally conceded that a four rod street
or highway was ample enough to care for all traffic consider-
ation. Already, we have been forced to more than triple that
ample uidth. It would be unjust to‘blsme them for not fore-
seeing our requirements because the country was new and they
had no working basis. We cannot. however. offer ourselves
the same loophole in the treatment of our highwrys. we have
the vorking‘basis of our already crying needs and the basis
of the last score of years for predicting a very actual future.

W

Hichigan. in its early development. was chiefly a timber
state. This called for an extensive use of the railroad in
logging spurs and the eventual marketing. This had a tendency
to create an excess railroad mileage in the state. Due to
this heavy mileage. industry has been able to step in and hold
the railroad-from disappearing. A glance at the following chart.
Page 2. will substantiate this: from.1870 to 1890. a sharp in-
crease is evident; at 1910. the saturation point was reached
and since 1914 (Chart Page 3) the railroad mileage has been
practically constant. The electric railroad mileage. while
it has fluctuated. does not show sufficient variation to pre-
dict s marked decrease.

There is s general Opinion that the automobile might
displace the railroad. This is hardly feasible because one
of the largest costs of the railroad is the initial cost. As

this has already been expended. industry will be able to

I‘IN AGRICULTURAL

SINCLIII

 

   
          

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MICE‘IG \N AGR!CULTURAL CC'JJ-IGE

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

—R-

.

warrant the maintenance. The statistics seem to point even
to a general increase in car miles and ton miles for steam
railroads. We must accept. then, our railroad mileage as
established for the future; 3,704 miles of Operated steam
railroads and 1.006 miles interurban and suburban electric
railroads. '

The public must be served and as long as the prlio
purchases automobiles. the public must be served aith'high-
rays. The graph.of population given on the next page. indi-
cates that the normal conservative growth is at the rate of
one million for every twenty-five years. (This is on the
assumption that the growth from 1910 to 1920 was abnormal,
which.the curve shows is legical.) The curves of motor vehicle
registration point to a motor vehicle density of at lesst
l to 3 by 1930 and even greater. 0ur“hijheays must be capable
of taking an approximate increase of 13,300 vehicles each.year.

At the present time. the state has 7,108.5 miles of de-
termined trunk line roads; 14,170 miles of county rozds (county
road mileage was obtained by measuring the roads on county
maps of about 3/8” scale, with map measurer); and an estimated
mileage of 7,000 miles of improved township roads. The graph
of improved road mileage is only approximate, with the exception
of the trunk.line roads. as county and township road information
is incomplete and there are evidently errors in such information
as is Obtainable. as the curves indicate. (See Page 8.) There
is an estimated total mileage of 80,000 miles of roads in
Hichigan, both.improved and unimproved. Any additional roads
built will probably be over the remaining unimproved stretches.

MICHIGAN AGRICULTURAL COLLEGE

 

 

 

 

     
  

   

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DEPARTMENY 0F MATHEMATICS

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If we assume that our present improved mileage takes care
of our present traffic, which is doubtful in many cases. we can
calculate the mileage necessary to improve in order to take care
of increased traffic each year. That is, l.13h.000 - present
vehicle registration - is to 23,000 miles - approximate present
improved mileage - as 13,300 - estimated vehicle increase each
year - is to additional yearly required milerge. or approximately

3” miles.
The following chart on Page 30, tells its own story. or

the 11,082 grade crossings only 801 are protected by either
gates or flagmen; 580, protected by crossing alarms; and the
remaining 9,101 left unprotected. 0n steam railroads in.the
lower peninsula. there are 303 crossings on trunk line roads.
outside of cities and villages; 875 crossings on county roads;
3.752 on township roads; 1,953 in cities; and 1,S#6 in.villages.
or a total of 8.429 crossings. The term.“ cities" as used here.
includes all over 6,000 papulation, this division being used as
the state statutes do not allow the state to participate in

the cost or any improvements in these cities. Crossings in.vil-
lages were segregated as the speed of both trains and vehicles
is reduced and a different class of hazzard is encountered.

The rate of protection is almost nil as far as the actual
increased rate is concerned. That is. as many new crossings
have been added each.year as have been improved. Wdth.80,000
miles of road in the state and 11,082 railroad crossings. there
is approximately one crossing for every eight miles of road. If

we must-add 330 miles of improved roads each.year to handle our

fOLLEGE

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-11-

traffic. this will necessitate the improvement of approx-
imately forty crossings. For the past seven.yeers, the
following number of crossings have been eliminated either

by relocation, abandonment. or separation: 10.6.13.17.17.17.
and 5. (The figure for 1926 is incomplete.) This is apparently
about 17 per year. It is very evident that we are not only
failing to improve our crossing situation but we are falling

behind at the rate of approximately 23 crossings a year.

Necessity for Improvement

The safety of the public should be our greatest concern.
During 1926. 176 persons were killed on grade crossings and
#82 persons injured. Many of our crossings are dangerous due
to the inadequate warning to the motorist. The old " Stop,
Look and Listen" cross is no longer adequate if it ever was.
The motorist of today does not and can not give the roadside
his entire attention. ”Henry“ will not take a free reign
as "Dobbin” did. Highway officials have done much toward
adopting a standard sign, placed at adequate distance from
the creasing and painted of such a color as to attract atten-
tion. The part that remains is to keep down the roadside
planting and the unofficial roadside sign.

But even then. unless the presence of trains is indicated
to the motorist there is danger of accident either in.the con-
fidence of seeing the car ahead safely cross. or through.con-
tempt of possible danger. Warning bells, flash and wigwag
signals have been devised to fill this need but they have their
mechanical imperfections. Perhaps. the best way to check the
mechanical features would be as suggested by the Safety Office
of the D. T. & I. Railroad:

”Adopt standard red light flasher which.will flash
when trains are approaching and remain still at other
times. in additional feature to be a yellow light
about 1500 feet from the crossing for the benefit of
engineers. This light to work in conjunction wiuh
the flasher and flash intermittently when flasher
is in working order. The engineer can then take
the necessary precautions when flasher at the

crossing is not working, and report the condition ‘ '
at the next stop." . ' !
f

1923

MICHIGAN A 3R1C’JLTUR’ Al

COLLEGE

 

 

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Injured I
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. 3:334;— ; I‘ Ester Vehicles (after 1922, otherwi 3e
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2'1- ‘::If:;l ‘ {"f: m“ Other Vehicles mmlafls ‘é'fiad‘;
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UEEAHTMINI’ 0F HAM umxflf‘

dlfin

As long as the crossing remains at grade there will be
the danger of poor vision and inaudibility, as in the case of
the bus driver for a consolidated school, who - during a storm-
stepped the bus. got out and looked up and down the tracks.
However, by the time he had returned to the bus and driven onto
the track. a train.had reached the crossing and the result was
demolition.

There is a saying that “s car will run a thousand miles
to stop on a railroad track.” This occurance cannot be blamed
on the motorist as long as so many crossings are so rough, and
approach grades so steep, as to stall motors.

The danger of e crossing is directly proportional to the
amount of traffic but not uniformly so. That is, if the traffic,
either railroad or highway. is doubled the danger is increased
by more than two. Traffic in‘both branches have been devel-
oping higher speed. with.attendant dangers.

In dollars and cents, public safety is hard to measure as
long as the value of life is so indeterminate. Last year's
loss of private property 1111 estimate at $125,000; railroad
preperty lose about $10,000; and (if we place the low value
of $25,000 for a life and $10,000 for injury) loss of life, a;
$4,400,000 and injury. at $&.820,000. Consequently. we should
be willing to spend a total of $9,355,000 each year for grade
crossing elimination or protection.

Next in importance to public safety is public convenience.
The inconvenicnoe of a grade crossing is most notable in cities

where a few minutes tia-up creates a traffic Jam that takes

.15-

several times as long to straighten out. Probably the most
inconvenient tie-up, and a rather indeterminate one, is the
result of switching operations, where one train will stand or
move back and forth over the same crossing for as long as five
or ten minutes. This has the effect of choking traffic to the
point where the prevention of accidents is almost impossible.
That is, if the crossing, itself, does not produce the danger.
the indirect result produces it on the highway.

The economic value of public inconvenience is measured
in time lose, power loss, and emergency lose, all of which
must be considered - time less to delivery and transportation
companies, power loss due to the waiting motor vehicles, and

emergency loss of delayed fire, ambulance, and police trucks.

eel 6.

Methods of Improxgsent

A View of 600 feet in each direction along the railroad
at a distance of 300 feet from the crossing on the highway,
has been established as the minimum requirement for preper
site conditions. This will mean the regulation of cultivated
growths in the adjacent fields or, perhaps. the removal of
brush or timbered growths. frtificial obstructions will have
to be removed and often the embankments, graded down.

Protection at the site may be provided by merely indicat-
ing location of the crossing or by indicating the presence of
trains. The location of the crossing should be established in
suoh.s manner that it may be as ascertainable at night as in
the daytime. This may require the use of reflector. daylight
lens. or artificial light. The presence of trains may be
indicated by track circuit wigwsg, flasher a either with or
without gong e flagmen, or gates.

There are four possible phases of traffic control:

(1) Step Railroad; (2) Step Highway; (3) Slow Railroad; ‘nd
(k) Slow Highway. Protection of this type cannot be as effec-
tive as might st first be anticipated. Railroad employees
can be depended upon but the average motorist. either through
ignorance or neglect. cannot be depended upon to mzke the step
even if he is aware of the type of crossing. The area thing
is encounteredin cities. where stop streets are only observed
when a traffic officer is in sight.

Elimination or abandment is the most effective method of

improvement, if it mry be called improvcment. Due to the fact

.1 7.

that the majority of dangerous crossings. in the past. have
been improved by elimination. an erroneous deduction is often
made. That is. that most of the existing crossings may be im-
proved by this method. Reference to the railroad map (in the
pocket of this treatise) will readily show that railroad lines
extend in such directions as to make impossible very long
stretches of roads without railroad crossings. The amount of
crossing improvement by elimination is more or less fixed and
this being the path of least resistance, hrs been followed in
the past. However, this must soon end.

Improvement by separation is the best cure-all except for
the one item of maintenance. Grade separation does not restrict
either type of trrffic, does not inconvenience the public either
through traffic hold up or increased mileage of relocation.
and is as safe as ordinary highways to even the careless

QOtOPIBte

.13-

In rural districts. site improvement can, in the vast
majority of cases. be projected at very little cost, while
in suburban and urban districts the cost would be prohibitive.
Site improvement, when used alone, should be used for only
low trszic roads of unimproved or rural nature. The cost of
maintenance, which would consist of WGLd cutting and brushing.
would be done by both Highway and railroad crews along with
the regular roadside maintenance at practically no additional
echnse. The estimated average cost for site improvement where
no grading is required. is from $100 to $500, which is chiefly
the cost for land leases. If grading is required. it can be
accomplished to the extent of cutting enhanhments down six to
eight feet before the next class of improvement is encountered.

Protection by track circuit flasher or Wigwag costs about
$200 a year to maintain, which capitalized would make protection
of this nature worth $3500. If improvement or site co ts over
this amount. protection by track circuit would be permissable
on.low traffic roads.

Roads of medium traffic, which would include at least all
county outline roads. should have both site improvement and
track circuit protection - cost ranging from $3,500 to $10,000.
Failing in this type of protection, a flagnan from part to full
time should be required. with a capitalized cost ranging from
$10,000 to as high as $25,000. On the heavier type roads and

in cities where protection by gates is necessary. the capital-

-19-

ized cost may run as high as $55,000. This is on the basis of
s 32,000 installation cost and capitalized coat of watchman
and maintenance at $3,180.

The last method of grade analysis is the regulation of
traffic. The stop order on the railrozd is the most effec-
tive and also the most expensive. Consequently, such measures
could be applied only to crossings with light railroad traffic
and,for economic considerations, crossings of heavy highway
traffic. The average cost of a train step is estimated at
55.00. (The Illinois Central has given figures ranging from
74¢, for passenger trains, to 86.39 for overtime charge on a
heavy freight train. Santa Fe Coast lines have figured the
cost to range from $5.00 to $30.00.) A capitalized cost of
$30,000 will be required for each train stepped per day.

The highwry step crossing, while not as effective, stems
to be the favorite method of procedure - probably because the
cost is spread out and hard to determine. In order for the
highway stop order to retain its effectiveness, it should be
used as little as possible so as not to create an indifferent
attitude on the part of the public. The estimated cost of the
vehicle step is ls¢ per vehicle. This would allow a traffic
of 335 vehicles per day for the same capitalisation cost as the
steppage of one train per day.

The slow train and slow highway orders are to be applied
in conjunction with other methods of protection but cannot be
considered of sufficient protection to warrant their use alone

at any time. The cost will be chiefly a time less and should

not be considered of sufficient magnitude to throw the balance
to a lesser type of crossing analysis.

The two positive types of crossin; improvement, elimin-
ation and separation, :re t.o be used on :1] heavy tr ffic
highxeye. Elimination is to be of first consideration and used
wherever possible. In the case of building a new road. this
cost is almost negligible or it may run to the full scount
of the cost of relocation - the cost depending on the type of
highway impnovcment and may run as high as 330,000.

Separation cost depends upon the topographic features,
angle of crossing. roadway widths, :nd the :djrcent grades of
the railroad and highway. The cost of n darn structures will
vary from 340,000 to as high as $150,000.
sumary:

Per is Protection
Slte improvement without grtding . ; . . . . . 3100 - €500
..ith $500-- “3500
Track Circuit Protection . . . . . . . . 33

Track Circuit Protection e Site Improvement 33300-3163, 000
Flagman’ Part T1136 0 o o o o o o a o n o 0 510,000 ’ 5325'?

FIBSIHPII & Gates 0 o o o o o a o o 9 25.030 - i55,000
Step 3.3., Per Train, Per Day . . . . . . . . . 330,000
Step Hi3hwey, Per 335 Vehicles Per Bey . . . . . 330.000

Complgtg Protectiog

Elimination........g.........0-330.000
Separation o o e o o o o o 0' o e o 0 $40,000 - £150,000

 

-21-

Financing

Regardless of danger or public convenience, unless a
matter can be reduced to dollars and cents, it is quite liable
to become a matter of conversation instead of action.‘ In the
past and at the present time, in Michigan, finances for grids
crossing improvement have come from the general highway fund
of the state, county, city or special district and the rail-
road. Finances have never been apprOpriated directly for
this use by the highway or3anizations, and if used very
extensively for this purpose, do not make an outstanding
record as so many miles of roads would.

Railroad companies do establish definite improvement
programs but their resources are limited and they are built
primarily to produce dividends. In order for them to parti-
cipate, with Justice to the other features of their enter-
prise. they must have a financial pr03ram arran3encnt for
a period of at lezst ten years in advance.

In New York, a $300,000,000 bond issue has been provided
by the state statutes to improve crossings at grade. This
statute provides that the state or state and municipality pay
50% and the railroad, 50% of the cost of improvement. Pro-
vision is also made to loan money to the railroads for their
share in such cases as are necessary.

Maryland has adopted a policy of making an advance agree-
ment with all the principal railroad companies in the state.
This method secures better coOperation with the railroads but
does not necessarily produce active results where finances are

lacking.

-22-

It is suggested that this strte adept a policy combining
both features; thet is, make agreements with the leading rail-
road companies to cover a certain definite program and establish.

by statute, a basis for financing.

ngislation

No. 92
1893

An act to provide separzte grades for roads and

public highways and streets where roads inter-

sect such highways and streets.

This act specified as to whom the agreements were to be
made for crossing protection; in general, between the official
having Jurisdiction over the highway and the railroad company.
The agreement was to contain plan provision and specify grades
and apportionment of cost.

A Board of Railroad and Street Crossings was appointed
to investigate the petitions of those desiring grade separ-
ations - the board having the power to employ an engineer to
make accurate plans. The petition was then to be filed with
the court and s Jury of twentyafour impanelled to determine
the necessity. Either party had the right to appeal the case.

A maximum grede of 10% was allowable on the highway and
of 12% on the railroad.

The railroad company was to maintain the structure either
for over pass or under pass and the highw:y authorities were
to maintain the highway approaches in both cases. '

fiat 283
1909

An act to revise, consolidate and add to the laws
relating to the establishment. Opening, improvement,
maintenance and use of the pualic highways and priv-
ate roads. the condemnation of property and gravel
therefor; the building, repairing and preservation
of bridges; setting and protecting shade trees.
drainage, cutting weeds and brush within this state.
and providing for the election Ind defining the
powers. duties and compensation of st:te. county,
township and district highway officials.

Section 27 of this act provided for the securing of
right of way for the highway at crossing. The railroad com-
pany was entitled to Just compensation. The Rzilrosd Commis-
sioner of the state. upon application of the Highway Commis-
sioner, furnished plans for approaches. a feguards. etc.
Supervision of the work at crossing was to be furnished by the
railroad company. The cost of such supervision was specified
and fines imposed if the railroad obstructed or delayed con-
struction of crossings.

Act 300
1909

An act to define and regulate common carriers and

the receiving, transportation and delivery of

persons and prOperty, prevent the imposition of

unreasonable rates, prevent unjust discrimmination,

insure adequate service, create the Michigan Rail-

road Commission, define the powers and duties thereof

and to prescribe penalties for violation hereof.

Flagmen. electric bells. etc. as a means of crossing
protection, was established by this act. the Railroad Commis-
sioner determining the need therefor. Such protection was to
be assumed by the railroad company.

Act 92
1925

An act to provide for the better protection of human

life at crossings at grade of railroads, interurban

and suburban railways with public streets. highways.

alleys. private roads and ways and crossings.

State Administrative Board is empowered to establish.st0p
crossings for the highway, a list of crossings being furnished
by the State Highway Commissioner which, in.his opinion. should

be so design ted. Signs designating crossings as step cross-

ings are to be plrced by the State Highway Commissioner

-23-

end all other signs of advertisement or of such nature. are

to be removed within 500 feet of any railway and highway inter-
section. However, railroad companies are not relieved of any
responsibility or obligations..

fict 114
1925

!n act to regulate the separating of grades at cross—

ings of railroads with public streets and highways;

to authorize the rclocation of such crossings; and

to provide for apportioning the cost thereof against

the railroad congany and the state. county,.township,

city or village, or the board. commission or other

agency interested therein.

The Michigan.Public Utilities Commission is given super-
vision and regulation or crossings. except in cities of over
6,000 population. by this act.. fipplications are made to the
Commission for separations of grades together with plans and
agreements with the railroad company, if any. by the authority
having Jurisdiction over the street or highway.. The Michigan
Public Utilities Commission then sets a date for hearing and
after the hearing, reports the findings which govern..

The cost distribution is established at e 50% share for
the railroad and 50% for the state. county, or other highway
body.- Any controversies in amountszne governed by the Game
mission. as is also the division of maintenance. The cost of
right of way. detouring of traffic. either railroad or highway,
or operation of trains is not to be included in the division
0f coate‘ i

A further clause provides that if the railroad does not

file a consent or waiver to new street crossings. the Commission

-26-

will be empowered to distribute improvement co;ts irrespective
of the 50-50 basis rnd the highway authorities may Obtain right

of wry by the same procedure as for other highwey purposes.

Our trtffic laws carry with them sufficient fines, so
we hope at least to pay for our traffic regulation. To pro-
mote education, our legislatures have provided a special tax
for th1g purpose. However, in conjunction with the railroads;
we have the traffic but not the finances to furnish the proper
protection; we have the "ed valorem” tex to obtain the money
but not the use to which it is to be put; hence, it goes to
support the insane or that not, along with the rest of the genenmi
fund. What could be more Justifiable than the use of the rail-

roed tax for railroad purposes?

Conclusion

A conservative analysis of our highway growth would lead
us to as use tnpt grzde crossings should be eliminated at
least at the rate of forty a year - tist is. after we have
caught up with our present needs. The steam railroads are
here to stay. We may reasonably expect the motor truck to
supplant a large portion of the electric lines, but that is
merely taking from one hand and adding to the other insofar as
crossing protection is concerned.

To finance our railroad crossing improvement projects.
we hrve a total "ed veloren" tax of about $7,3Q0,000. Deduct-
1mg 10% for collections and depsrtnentsl costs, we have available
over $7,000,000 from this source slone. f we add to this our
accident bill of $9,000,033, we hsve a total of $16,030,000
for rziertd grade crossing improvements or an equivalent of
at lezst 160 grade separation structures.

On the following peges are a few photographs showing the
general development :nd trend of the grxde seperrtion structure.
Page 23 shows the old timber trestle with narrow rordwey. The
caution sign as to load limit is a clear indication that this
type should be replaced. Page 29 shows a through girder type
under puss with timber approaches. also a structure not cspeble
of withstanding modern loads and, incidentally, a structure of
high maintenance costs. I

The type of through plate girder on Page 30 is of suffi-

cient strength but is high in maintenance costs.

 

 

OLD TIMBER TRESTLE
Narrow Roadway Inadequate Strength

 

 

 

PLATE GIRDER

Narrow Roadway High Maintenance

 

 

 

 

URBAN & SUBURBAN TYPE

High Maintenance

0n peges 32 and 33 are also shown the latest grade sep-
aration under pass and over pass, as developed by the Michigan
State Highway Department. At the top of Page 32 is shown the
type of structure built three yeers ego - the "Camel Beck" -
already obsolete, due to its twenty-four foot limit for reed-
way width. The other structures have roadway widths of forty
band forty-two feet. This type, we believe ample to take care

of all future needs.

 

 

 

 

"CAMEL BACK"

Narrow Roadway

 

 

ENCASED PLATEIGIRDER

 

 

CONCRETE T-BEAM

Michigan Steam Railroad (1924) . . . . . .
Growth.of Steam & Electric Railroad . . . .
Progress of Grade Crossing Protection . . .

State Population Statistics . . . . . . . .

\u \« N) n) #4

Growth of TrunKLLine Mileage . . . . . .
Trunk Line 6: County Outline Hilezge . . . . 4-5

0\

Vehicle Registration . . . . . .'. . . . . .
Cities of over 6,000 Population . . . . . . 7
Accidents on Grade Crossings . . . . . . . . 8
Classification of Railroad Crossings

by Counties & Railroads . . . . . . . 9-15
Sample Railroad Report of Clinton County . 16-19

POCKET
Railroad Map of Lower Peninsula.

 

 

Ra ilrozd W
Chicago, 311. e at. Paul 264.65
Chicago 1 North Western 516.94
Capper Range 3.3. 113.62
Duluth, South Shore & Itlantic 473.59
Escanabs & Lake Superior 75.72
Lake Superior & Ishpeming 161.51
Hanistique & Lake Superior 38.47
Mineral Range ' 88.97
Hinneapolis,'3t. Paul & S.Ste.fie. 249.78
Ontonagon it. Re 15000
Ann Arbor 288.14
Boyne City. Gaylord & filpena 91.52
Chi., Kalamazoo & Saginaw 45.91
Cincinnati Northern 41.09
Clevelf‘nd, 0130, 0111. a St. LO‘JIB 3409’?
Detroit, fizy City & Western 99.30
Detroit & Zackincc 375.#2
Detroit Terminal 26.77
Detroit, Toledo & Ironton 116.62
Detroit & Toledo Shore Line 57.68
Dot. & Canada G.T. Junction 59.55
Cincinnati. Saginaw & Hackinsw 54.27
Detroit. Grand Haven.& Milwaukee 189.83
Grsnd Trunk Western 236.06
Hichigsn flr'Line 105.92
Pontiac Oxford & Northern 99.89
St. Clair Tunnel Co. 1.01
Toledo, Saginaw & Huskegon 116.23
Hanigtee & North Eastern 191.17
Michigan Central 1,256.79
New York Central 583.10
Pennsylvania 50#.l9
Perc Herquotte 1,786.15
Port Huron-Detroit 19.08
wabash 119.81
Blaney a Southern 7.56
noughton, Chassell & S.Western 11.75
Quincey & Torch.Lake -----
Wisconsin.& Michigan 57.79
Arcadia & Betsey Raver 17.30
Delray Connecting 12.94
Detroit & Huron 18.58
Detroit & Western .66
East Jordan a southern 49.55
Erie & Mich. Ry. & Navigation Co. 10.92
Kalamayoo, Laxe Shore & Chi. 15.94
Ryandotte Terminal 6.32

8,708.08

Tons Frei h

3.509.308
11,108.995
1.394.115
#,359.327
737.617
3,011,381
236,168
1.309.330
2,602,508
50,001
3.233.231
408.330

1.175.249
5.051.179
5.531.964
#,609.006

542.410
7.156.157
6.769.901

983.850
1.159.453

25,893,187
2.935.409
No Data

15.250.772

264.900
6.075.898
59.895

216.689
12.668
5##.002
62.235

..--...

224.267

6.576

 

119,308,721 ‘

1918
1915
1916
1917
1918
1919
1920
1921
1922
1923
1924

1919
1921
1922

1923
1924

ghous. 3111. Hill.

miles Train Car Ton
sauna. £1131. .Hllfifl. .Hllfia
8,947 32,467 65# 7.450
8.925 33.563 708 8.674
8.922 34.363 733 9.323
8,972 33.188 696 9,622
8,870 30,547 682 10,132
8,783 29.745 638 9.302
N.I.C. and M.C. not reported
8,803 28,4#6 587 7,666
8,614 23,450 653 9.331
8,648 31,966 726 12,130
8,708 30,625 762 10,969

Gates or Crossing Unpro-
zimen. _is___r~ m m

781 502 8.770
748 522 8,710
856 460 9,643
798 579 9,670
801 580 9,701

 

£32" ECTLQC R, 3.

Mil es
.9232.

1,040
1,007
1,019
1,023
1,027

976
956
924
1,088
1,006

10.053

9.970
10.959
11,087
11,082

Thous,
Car

.flllflfl_
60,201
66.792
71.398
77.110
70.755

82,931
70,237
95,669
34,930
35.535

Elim-

1800
1810
1820
1830
1840
1850
1860
1870
1880
1890

1910
1920

xggg
1913
1920
1921
1924
1926

51‘! 1’53 POP'IILETIOK

T. 132311 L_I~T E

1927, to date

2222111125
551
h,762
3.896
31.639
212,267
397,654
749,113
1,184,284
1.636.937
2,093,839
2,A20,982
2,810,173
3,663,412

KILL-"(:33

Milergg
4,786
5.500
5.914
6.530
6,700
7,108.5

CO'JNTIFQ"

Ilcons
Alger
Allegen
Alpens
Antrim
Arenac
Baraga
Barry

Bay
Benzie
Berrien
Branch
Calhoun
Cass
Charlevoix
Cheboygan
Chippewa
Clare
Clinton
Crawford
Delta
Dickinson
Eaton
Emmet
Genesee
Glsdwin
Gogebio
Grand Trzverse
Gretiot
Hillsdale
Houshton
Huron
Inghzn
Ionia
Iosco
Iron
Isabella
Jackson
Kalamazoo
Kalknska
Kent
Keweensw
Lake
Lapeer
Leelenau
Lenawee
Livingston

9.01.1) 2111.}: 3-33
Txunx LINE

54.9
90.0
106.0
47.7
76.7
56.3
110.5
102.5
57.9
53.9
108.2
53.2
102.1
76.1
49.3
83.2
149.1
52.8
75.7
55.5
105.1
84.4
103.8
56.1
92.6
69.4
94.2
52.1
76.6
91.6
100.8

136.7 .

70.3
135.5
63.8
95.9
61,
111.2
65.6
37.9
151.
51.8
53.2
103.4
64.5
132.8
75.1

CGJKTX OUTLIR§

80
9
385
292
132
52
6
169
172
0
314
275
311
227
149
125

0 1 2"

Luce
Mackinac
Mscomb
Hanistee
Harquette
Meson
Hecosta
Menominee
Hi (11: nd
Hissaukeo
Honroe
Montcalm
Montmorency
Huskegon
Newrygo

08 1113:5110.
Oceans
Ogenew
Ontoncgon
Osceola
Oscoda
Otsego
Ottawa
Preeque Isle
Roscommon
Saginaw
Sanilec
Schoolcreft
Shiswassee
Ste Clair
St. Joseph
Tuscola
Van Buren
fiéehtensw
Wayne
Wexrord

(Road Kileege Conc'd)

1:10:15 1mg

58.9
119.7
81.3
45.2
157.9
45.1
80.7
105.8
83.0
80.7
98.6
112.3
40.5
79.1
106.1
106.5
69.6
54.6
117.5
93.8
45.2
53.1
85.8
52.3
85.9
131.6
160.5
101.5
73.0
140.0
83.7
110.8
65.2
106.2
114.6

..5112__
7108.5

COJKYK OJTLIHE

9
0

286
168
85
123
240
160
165
95
198
127
23
162
158
559
0
129
125
75
4
17
157
105

444

14,171.0

1916
1917
1918
1919
1920
1921
1922
1923
1924

1925
1926

148.495
206.380
235.608
238,708
366,946
426.984
518.558
657.148
784.778
886,878
970.880

11.557
20.313
26.517
37.105
45.771
50.053
60 .422
73.510
83.809
103.831
149.561

3.711
4.330
5,311
6.730
8.635
10,601
13,636

 

160,052
226,693
262.125
325.813
416.428
481.367
584.291
737.388
877.222

1.001.310
1,134,077

CITIES 03' 11(2310'8 0V5}: mesmnlom

Adrian
Albion

Alma

Alpens
Ann.firb0r
Battle Creek
Cadillac
Goldwater
Detroit
Escansba
Flint

Grand firven
Grznd Rapids
Hsmtramck Village
Hancock
Highland Park
Holland

Ionic
Iron.Mountain
Ironwood
Ishpeming
Jackson

Kalamazoo

1920 Census

Lansing
Lauriun
Ludington
nanistee
fianistique
marquette
menoninee
Monroe

Hount Clemens
fluskegon
Muskegon Heights
Negeunee
Niles

Owosso
Pontiac

Port Huron
River Rouge
Royal 03 k
Saginaw

Ssult Sainte merio
St. Joseph
Trrverse City
Cyandotte
Ypsilanti

 

Podcs- Motor Other

1321: izisns luausnlux 12219122 .19111

1%5 98
1916 122
1917 103
1918 83
1919 103
1920 143
1921 89
1922 21 110 6 137
1923 30 159 5 194
1924 33 162 2 202
1925 20 135 2 157
1926 17 157 2 176
IHJURED

1915 221
1916 . 342
1917 272
1913 130
1919 1

1920 23

1921 282
1922 21 297 64 382
1923 21 11.09 11 441
1924 11 459 20 480
1925 17 #35 16 468

1926 13 461 3 482

RLILnOID CROSSIJ&3

 

MUN ...le 52.31. 1212.31. £111 111. 1213.1
tlcona D 1 H. 3 6 33 00 8 50
Allegan N.X.Con. 0 ll 13 O 8 37
G.R.&I. 1 4 i7 0 5 21
P. H. 1 21 2 O 20
135'
Alpena BC,G.&A. 1 3 2 O 8
D 1 1 3 3 3o 29 o 6 ‘
' 3
Antrin dC,G.&A. O 0 l O O l
u. C. 1 6 10 0 0 17
G.R.&I. l 1 p 5 0 4 11
P. H. 0 3 14 O 11 g;
5
[range Dot.Term. l l 28 O 7 37
H. C. O 1 14 O S 20
'57
Barry c..K.&s. 3 7 32 O 13 55
P. 2. 0 2 3 ‘_5
91
Bay D. 1 M. o 6 25 1 o ' 32
GT-CS&J 0 0 2 49 O 51
1. C. 6 12 57 97 5 177
P. H. 1. 1 11 61 0 74
BoCoTGI‘m. O 0 0 5 O J
339
Bensio Ann Lrb. O 0 l} O 15 23
P. H. O O 7 O 3 ;¥%
3
Berrien CCC & 8L 3 6 l7 l7 3 46
H. C. 2 10 35 32 23 102
P. a. 7 12 36 8 11 _15
222
Branch H. C. 1 8 25 36 ll 81
N. I. c. 2 7 18 o 19 [5%
12
Calhoun Gr-er o 4 " 8 27 o 39
n. c. 3 19 37 15 13 92
N. Y. C. 0

2 6 11 2 ‘I%%

COUNT:

C858

 

CCC & 3L
GT-GTW
:4. C0

Charlavoix

Cheboy-
gen

Clare

Clinton

Crawford

Eaton

Emmet

Gonesoo

Gladwin

30.0.11.
2. 0.
3.2.11.
P. M.

D & H
fl. C.

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NOHON 00\ HOHNH bl M000 NH MN QUICK)

OH

RfiILROfiD CRUSSINGS
212132;

00.35,
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7 26
9 22
O 1
1 O
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4 11
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arxLaozn caossxmss
222121 .31112212 .2111 .921321 .Iznifldl. £111..1111 .12121

G.Trav. (1..-1.8a. l l 11 0 13 26
P. M. 5 6 22 16 1 §%
7
Grstlot Ann Arb. 1 5 29 9 12 S6
GT-TS&J 1 E 16 O 6 25
P. H. 1 23 12 18 fig
13
Hillsdale
Cin.North O 4 8 O 1 13
H. C. O O 1 0 O 1
N. Y. C. 5 13 59 O 30 191
121
Huron GT-ELL 1 1 17 O 2#
H. C. O l 1 8 0 1 10
P. H. 9 3 76 O 32 120
D 1 n 0 2 9 o 1 __;g_
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Ingham GTvGTW 2 2 s s o 20
GT-ALL 0 1 O O 3 4
H. C. 0 6 22 26 13 67
N. Y. C. 0 E 2 1# 0 18
P. M. 0 1 12 3
' “1&2
Ionia GT-LGH&J O 0 3 7 9 19
P. 1. 3 14 47 10 25 105
123
10300 D & H V 3 ll 35 O 25 74
Wifii . O 3 2 O O a
Isabella Inn Ash. 2 7 17 0 3 29
n. C. 1 2 13 0 2 18
P. u. 0 9 33 0 7 .22
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Jackson C1n.North 1 2 6 2 O 11
GT-JLL O 4 16 3 O 23
2. c. 2 7 4A 43 9 105
a. 1. c. 0 3 18 7 5 .;:1
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ZOO GT-GTW O 10 25 23 9 72
M. c. 3 5 25 31 5 69
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55%

COJKT;
Kslkaska
Kent

Lek.

Lapoer

Leelanau

Lenawec

Living-
ston

fiacomb

manistee

fiason

Mecosta

Midland

d" ILKO! D CROSBILJGS

22112912 .2121 .92231. .1121341 .0111 .111. .Igtdl
Golioélo 3 3 9 O 7 22
GT-LGH&I 3 3 8 18 0 32
01-1361 1 5 27 0 1 34
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N. Y. C. 1 3 13 7 0 24
0.21.11. 0 7 19 53 5 89
s z; 53 “'2 13 15;
" o1 oTero

3
P. A. 3 8 22 0 8 41
Gr-er 1 3 14 5 2 25
01-17011 1 4 23 0 6 39
M. C. 2 2 2O 11 5 #0
2. n. 0 3 15 0 5 2;

12

O

Cin.North.3 3 l3 0 4 23
D.T.&I. 2 3 22 22 2 51
N. I. C. 4 0 54 9 29 o

l 0
Ann Arb. 4 8 19 0' 5 36
GT-JAL 5 2 ll 0 1 29
P. H. O 2 .0 ll

18%
01-01120 0 6 31 6 5 43
01-291. 1 4 20 0 6 31
:1. c. 3 7 8 O 3 __21

100
I. nn £er 0 1 S 0 1 7
P. M. 21 4» 21 19 £5 2%
P. 2. 3 6 29 6 7 51
L a. No. 1 1 3 4 0 g
0.3.1 I. g 3 g o g .32;
P. H. 7 3 O 1
2. C. 0 O 2 O 13 15
P. 21. 3 1 22 0 15 4

5

gouxgx

 

Hiaaaukee Ann Arb.

Monroe

Hontcalm

mont-
morency

Huakegon

Hawaygo
Oaklcnd

Oceana

Ogemsw

Osceola

Oacoda

3.3.& I.

Ann Arb.
DOTO& I.
DOTOSOL.
1. C.
N. Y. C.
Penn.
P. d.

GT-T3&M

6.3. & I.

P. H.

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‘. C.

GT-T3&fl
G. RO¢I O
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11

O

000 01"!“ NMQU’OU‘NU LOH

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5

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32

3.63%

31
11

10
16

RfILROfiD 030331333
1111 .921341 .112132. .2111..1111 .2212;

O
O

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000

000

000

U-F‘

CNN

OCDOO

10
14

10
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39
74
44
38
59

COJEITI

Otaego

Ottawa

Proaque
I319

R” Ill-{103' D

3.C.G&A.

E. C.

GT-93H&£
GT-T3&J
G.R.& I.

P. J.

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Saginaw

Sanllac

Shia-

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eph

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AN STATE UNIVEIRSITY LIB

INCLII III III IIIIIIIIIIII