Timetable: Pere Marquette - Main Line - Toledo to Saginaw

This was one of the major lines of the Pere Marquette on its route from Toledo via Plymouth, Flint, Saginaw to Ludington. It was a mostly single track line. Route shown is on the newer Flint Belt Line which replaced the former main line through downtown Flint between Atwood Junction and McGrew Junction. Station hours are from 1942. Siding lengths from 1942.

Key: BB=Bascule Bridge | C=Coal | CS=Car Shop | D=Open > Day | DN=Open Day and night | DS=Dispatcher | DT=Double Main Track | EH=Engine house | F=Diesel Fuel | HI=Half Interlocked Crossing | I=Interlocked Crossing | J=Junction | LB=Lift bridge | N=Open at night | P=Passing Track w/40' car capacity | Q=Quarry | RH=Roundhouse # stalls | RT=Railroad Resort | S=Scales | SB=Swing bridge | T=Turntable | TC=Telegraph call | W=Water | X=Crossing | Y=Wye | Yard=Yard

Notes

[REF] = ETTs

In the 1970's, the C&O line from Romulus to Erie was double track with automatic block signals with the current of traffic. Dispatchers in Saginaw could not "see" trains in this territory. Train orders were required to run a train against the current of traffic (i.e. "wrong" main, no signals). Interlocking rules applied at Romulus and Carleton. [Doug Hefty, retired C&O dispatcher.

Flint River Junction was a set of crossovers but was technically labled as "South McGrew" on the CTC panel. [DH]

Time Line

1898. SNAPSHOT. The F&PM line between Toledo and Plymouth operated five trains in each direction (1st, 2nd and 3rd class). Eight in each direction were operated between Plymouth and Saginaw. Some trains did not run on Sunday. Four trains operated into Detroit, via the DG&W. [FPMTT-1898-0216]

1901. February. The Pere Marquette has made several improvements in the already excellent passenger service of the road. To still further better the service, it is announced that Pullman sleepers and day cars will be put on between Detroit, Saginaw, Bay City and Alpena. The Pullmans will be in operation beginning February 10 and the old PM coaches will take a lay-0off. The cars north from Bay City will be run over the Detroit & Mackinac, and the travelling public will have little cause for complaint over a prospective trip to Alpena in the winter months. [PHDH-1901-0201]

1902. New 75 lb. rail has been laid from Novi to South Milford. A spur track to a coal mine near Bridgeport was constructed. [MCR-1903]

1903. A new bridge is built over the Flint River. [MCR-1903]

1916. This line is laid with 75, 85 and 90 lb. rail. [MCR-1916]

1926. The PM installs new automatic block signals on 40 miles of double track between Alexis, Ohio and Romulus, Michigan. This includes 66 high color light signals and 19 dwarf light signals. Approach lighting of signals will be from signal to signal and center-fed  track circuits will be employed, the maximum block being 8,000 feet long. The work will be installed by the railroad company's signal construction forces. This is US&S equipment. [RSC-1926 and 27]

1927. The PM installs automatic block signals between Flint and Mt. Morris, and between Bridgeport and Hoyt (Saginaw). This includes 26 color light signals, US&S, D.C. with storage batteries. [RSC-1928]

1928. The first extensive installation of centralized traffic control employing coded transmission of controls and indications, as developed by Union Switch & Signal Co., was placed in service on the Pere Marquette Ry. extending from Mt. Morris to Bridgeport, Mich., a distance of 19.8 miles of single track. Automatic indication of the passage of trains was provided at 10 points. The code line consisted of two line wires of open construction, and functions were controlled by means of selectors. [AAR]

1928. The PM installs 8 switches with 16 desk machine levers as part of their Centralized traffic control. This was a part of their CTC project near Flint. No other information provided. [RSC-1929]

1970. The C&O main line was single track from Flint River to Newark with no controlled siding in between. [DH]

1978. Quite a few changes took place in 1978. Chessie went on a building spree to increase capacity. No. 2 track was extended from Atwood Wye to Atwood Junction adding some yard tracks. The siding at Grand Blanc was extended and received power switches and new signals. A long switching lead was added south of town. Clyde siding was extended south which more than doubled its capacity. Wixom siding was extended on the north end. A second passing track was added at Lincoln (Wixom). Novi got power switches and signals. The south pass at Plymouth was extended all the way down to Hix Road in Canton. The South passing track at Wayne was extended down to Wick Road. {DH]

1978. The operators at "MU" (Romulus tower) could let our C&O south bounds sail right through onto No. 2 track. However when a northbound "hit the bell", they had check with the C&O dispatcher first. I always enjoyed working with the N&W operators who staffed this interlocking. The interlocking was remotely controlled in 1979 which I guess they called progress. When the abandoned tower burned in 1979, the fire burned through our overhead code line rendering our control of Erie dead as a doornail. What a night that was. [DH]

1979. Control of the Romulus interlocking is moved to the CTC panel at Saginaw. [DH]

2019. Lake State Railway (LSRC) leases 53 miles of this line from Mt. Morris to Plymouth on March 29th. [MRF-2019-06]