Detroit Lansing & Lake Michigan → Detroit Lansing & Northern Railroad → Detroit Grand Rapids & Western
Acquired: DL&LM in 1876 from West Detroit to Howard City, MI
Operated for 20 years.
Became: Foreclosure sale to DGR&W in 1896.
Reference: [MRRC]
1878. The Detroit Lansing & Northern builds from Stanton to Edmore. [PM45]
1879. January 1. Last week, James F. Joy resigned the presidency of the DL&N railroad and Albert Hardy of Boston has been appointed in his stead. There was a difference of opinion between Mr. Joy and the directors in reference to getting possession of the road from East Saginaw to Edmore, about 60 miles in length, made up of the SL&SV and the CS&C roads. This would compel the traffic of that section to reach Detroit by the way of Lansing instead of through the Saginaw valley. [Editors note: Apparently Joy did not the DL&N to obtain this road for industry reasons. The two lines were later merged into the DL&N].
The resignation was promptly accepted by the board. Mr. Joy, in a letter to Charles Merriam, secretary of the DL&N, says he does not think the policy of the board of directors a wise one, nor consistent with the public interests. He predicts that it will provoke hostility and will result in adverse legislation to all railroad's interests. [LWR-1879-0101]
1879. The DL&N at Edmore is extended westward five miles to a junction with the Stanton branch, making the road owned by this company 25 miles long from St. Louis westward, and with the Saginaw & St. Louis, forming a line sixty miles long from East Saginaw westward. The Stanton branch was extended from Stanton north 17 1/2 miles to Blanchard, making the whole length of the branch 38 miles. [DFP-1879-0429]
1879. The DL&N has purchased the CS&C, connecting its Stanton branch with St. Louis, and has obtained control of the SV&SL. It now controls the entire ling from Saginaw to Detroit via Stanton. [LDP-1879-0529]
1880. The DL&N builds a branch from Edmore to Remus, known as the Remus Branch. [PM45]
1885, The Detroit, Lansing & Northern had the following equipment on the roster: [DL&N-1885]
1886: The Saginaw & Western, part of the DL&N was extended from Lakeview to Howard City, a distance of 10.5 miles costing $103,275. This extension enabled a new shorter route between the Saginaw Valley, Grand Rapids and Chicago. DL&N trains usage trackage rights from Howard City to Grand Rapids.
The DL&N also surveyed their route from Grand Ledge to Grand Rapids, a distance of 53 miles. They predict the road can be built for $14,000 per mile and "would unite by a shorter road than now exists the two principle cities of our state". [DL&N-1886]
1887. Line to Grand Rapids. The DL&N forms the Grand Rapids, Lansing & Detroit Railroad Company to build from Grand Ledge to Grand Rapids. It is wholly owned by the DL&N. [DL&N-1887]
1888. Line opened. The DL&N opens the line from Grand Ledge to Grand Rapids on July 15th. On this date, the line was "not in good condition" for at least fifteen days. [DL&N-1888]
1890. SNAPSHOT. The DL&N reported the following freight tonnage carried in 1890:
New telegraph line. The DL&N also noted that 1,992 new telegraph poles were set and forty-seven miles of new wires strung. "The repairs to the telegraph line has improved the service considerably, by furnishing a through line from Detroit to Howard City, enabling dispatchers to secure direct communications. [DL&N-1890]
1891. The DL&N annual report notes that a new wire from Grand Rapids to Detroit is required, in order that telegrams may be sent direct without repeating. "The present telegraph facilities are not sufficient to enable us to transmit commercial telegrams offered, with a reasonable degree of promptness". They further state that "revenue from this branch of the service could be considerably increased by the putting up of additional wires on existing poles".
1892. Charles M. Heald, is the general manager of both the Detroit Lansing & Northern and Chicago & West Michigan roads. [DFP-various sources]. As the DL&N was involved with the F&PM in the Fort Street Union depot, relationships were being developed for the later combination of the three roads into the Pere Marquette system.
The following sources are utilized in this website. [SOURCE-YEAR-MMDD-PG]:
