INDEX TO SEVERAL DETROIT & MACKINAC RAILWAY RECORDS: 1949-1990s, Iosco County, Michigan Volume 1 Copyright. ©1997 by the Huron Shores Genealogical Society. This booklet was prepared by the Huron Shores Genealogical Society, c/o the Robert J Parks Public Library, 6010 N Skeel Ave, Oscoda MI 48750, 517-739-9581. This booklet is prepared in six volumes, which includes 2,716 entries: Volume 1, Early History. The early history of the D&M Railway was written by the late George L Wakeman, a former D&M traffic manager. It appeared monthly as a series in the D&M newsletters from April 1951 through August 1951. It appears in this volume in its entirety. Volume 2, 1949 Pay Roll List. This list of the D&M employees appears alphabetically in its entirety, except the salary is not shown . It indicates the employee's name, title, seniority, age, and the section of D&M they worked in. Volume 3, 1966 Retired D&M Employees. This list of the D&M retired employees appears alphabetically in its entirety. The event was an excursion and a picnic in Harrisville Michigan. It indicates the retiree's name, age, years worked for D&M, and years they have been retired. Volume 4, Index to 1951-1953 Newsletters. This index shows the persons name, and the year, month, and page number of the newsletter where the name is shown. Most references to a name in this index are short descriptions of a single event. However, sometimes a longer description exists of a major event, such as an accident, an accomplishment, a story about a person's life given at retirement or at his death. There are many date gaps, newsletter were published sporadically. Volume 5, Index to 1980-1991 Newsletters. A continuation of volume 4. Volume 6, Index To Some 1900-1950 D&M Railway Personnel Records. This is an index to the personnel records which were published in the booklet, Some Detroit & Mackinac Railway Company Personnel Records: 1900-1990s, by the Huron Shore Genealogical Society, 308 pages, December 2 1992 (out of print). Volume 6 is an alphabetical list of names, and the page number they appear on. The code that follows the name indicates: e = employee of D&M f = father of the employee m = mother of the employee w = wife of the employee x = another family member of the employee All names and other information in this booklet were extracted by Rosemary Klenow and Alonzo Sherman, from Rosemary's personal collection. A copy of the original material for public use is in the Iosco County Historical Society's Museum Library. A copy of this booklet is available for $25.00, add $3.20 if to be mailed. A copy of an item referenced in volumes 4-6 of this booklet can be made for $3,00, post paid Send you order, and check made payable to the Huron Shores Genealogical Society, to the compiler show below. Compiler: Rosemary Klenow, 1858 Iris Dr, East Tawas MI 48730, 517-362-5425 . THE LATE GEORGE L. WAKEMAN WROTE EARLY HISTORY OF DETROIT AND MACKINAC RAILWAY COMPANY, HE WAS A FORMER D&M TRAFFIC MANAGER. This history appeared as a series in the D&M newsletters from April 1951 through August 1951. What is generally known as the Huron Shore country, lying along Lake Huron in northeastern Michigan, was early settled at about four points - AuGres in Arenac county, the Tawases and AuSable-Oscoda in Iosco county, Alcona and Black River in Alcona country, and Alpena in Alpena county. These settlements were inspired by the desire for fur trade with the Indians. The wealth of white pine soon brought lumbermen to these points and their operations gradually spread to the interior, until it became necessary to build small railroads to get their timber to the mills. About 1878, S. Hale and C. D. Hale built what was known as the Tawas and Bay Counties railroad from their mill to Haletown, just south of Tawas City, to the East Branch of the AuGres river, where they had dammed the river and erected a log-hoist. Their logs were taken from the river at this point and brought to the mill, a distance of some fifteen miles. The Hale brothers financed about 50% of the cost of the railroad and the citizens of Tawas City, headed by Samuel B. Laird, provided the balance. When their lumbering operations were finished, the road was purchased by C. H. Prescott and Sons and extended to their timber holdings, which were near what is now the village of Prescott. They also built into their mill at Tawas City, and the mill was supplied from their operations. The road was three feet two inches gauge. The rails at first were narrow strap iron, screwed to 2 x 4's and laid on timber which had been flatted on top, the rounded bottom lying in notched crossties some five of six feet apart. At this time the road operated some 28 miles of line and had two locomotives and 100 log cars. These cars were known as Russell cars and consisted of four-wheel trucks with bunks to support the load. In loading they were spaced about a log length apart, and the logs piled upon the bunks and chained at each end. The cars were coupled to each other by long, square timbers about 20 feet in length. Sometime around 1881, the road was sold to Alger, Smith and company and General R. A. Alger was made the president. In 1883 the Detroit Bay City and Alpena railroad was chartered and extended from Tawas City to AuSable on the north, and from Prescott to a junction with the Michigan Central railroad, which place had been named Alger. Total mileage was now 48 miles. At about this time the extension to AuSable was connected with the Alger, Smith and company road, to run into their timber around Mud Lake from their mill at Black River, and the point of connection was called Mud Lake Junction. For a short time service was maintained from Black River to Alpena by boat, and the Steamer Ossifrage was chartered for this purpose. H. M. Reeves was the Alpena agent and made daily trips between ports, convoying freight and passengers. In 1886 the railroad was extended to Alpena and the first train reached within three miles of that city on October 11th. During this time the gauge had been widened to the standard with of four feet eight and one-half inches and cars could now be interchanged with connections at Alger. By the year 1888 the Detroit, Bay City and Alpena railroad owned 17 engines, 650 freight cars and five coaches, mostly odd sizes and shapes with very little uniformity. However, four percent dividends were paid on the stock. By 1890, the road operated over 200 miles of track. As the primary interests of the road were centered in supplying the mills of the owners, very little consideration was given to serving the public. Nothing was done to aid the growing communities and no other business was developed. With the decline in pine timber the road became a losing proposition and by 1893 could not meet its obligations and the bond holders forced it into receivership. James D. Hawks had been made General Manager in the latter days of 1892, coming from the Michigan Central where he had been chief engineer. With the appointment of D. M. Dickinson as receiver in 1893, Hawks was retained as general manager. With the development of the towns and countryside, the business of the road began to improve. The Holland Hotel was built at East Tawas. During this time Alger, Smith and Company had built the Alpena & Northern Railroad from Alpena into their timber in Presque Isle County, and in January, 1894 extended it to Lake May, near what is now Millersburg. Mr T. C. Winnett was made General Freight and Passenger agent, Mr. C. W. Luce, General Superintendent, and Mr. James Bolen, Roadmaster. Some 60,000 ties were laid during 1894. During the year the saw mills which lined the shores at Tawas, Alpena and other points began to move away and the lumbering business (as far as the White Pine was concerned) was on the decline. However, owing to Mr. Hawk's efforts and efficient management, the receivership which began in 1893, ended after about a year, with a net cash balance over expenses of $137,241.97, and the Court ordered the property sold at auction and this balance turned over to the new owners. The Detroit Evening News, early in 1895, carried nearly a column article headed, "A successful Management of a Bankrupt Railroad." With the announcement of Mr. Hawks, dated January 12, 1895, the official list was as follows: C, H, Coster, President; J. D. Hawks, Vice President and General Manager; G. M. Grocker, Auditor and Purchasing Agent; C. W. Luce, General Superintendent; T. G. Winnett, General Freight and Passenger Agent; H. T. Thomas, Master Mechanic; James Bolen, Roadmaster. Officially, this announcement was to take effect as of February 1, 1895. On April 10th the Alpena & Northern Railroad was purchased and added to the Detroit and Mackinac Railway. On April 18th, Mr Dickinson's final report of the receivership was made and the Detroit and Mackinac was on its own. The year 1895 was marked by the tariff on logs coming from Canada, which forced more of the mills out of business. Mr. C M. Garrison was appointed as Advertising Agent and surveys were begun for the line to Bay City. After many meetings had been held to decide controversial questions, the route from Omer south was finally fixed. It is worthy of note at this time that the production of lumber in the Alpena District for the thirty-six years just ended, reached 3,652,620 feet. It was during 1895 that the Harrisville Shore Line was first proposed. The "Turtle" trademark was adopted and a bid for sportsmen and summer resorters was made on behalf of the road by Mr. Garrison. It is also noteworthy that the road engines were all steam with hardwood fuel. Coal was expensive and involved long hauls and costly storage. The Detroit and Mackinac Railway started the year 1896 with banners flying, regardless of the fact that the county as a whole was experiencing one of its greatest depressions. The road was completed to Omer and Mr. Hawks became President and General Manager and Mr D. J. Casey, coming from Michigan Central Railroad, was made Chief Engineer. The activities of the road even reached the columns of New York Herald which generously commented of its policies. The route to Bay City was determined during this year and the first stone for the Saginaw river bridge was delivered to the site. Mr Hawks every activity was expressed in a phrase he frequently used, "The time to fill your ma___ box is when you think of it." He always took every advantage possible to gain his ends, when one idea was worn our or exhausted, he always had another to take its place. It thus that when the pine vanished, every effort was put forth to aid the development of the hardwood and when that depleted, other natural elements such as coal, limestone and gypsum came to his aid. By August 7th the cars had reached Saginaw and on September 17th, the first train left Bay City with a party of newspaper men and officials of connecting roads, for Alpena. The road was formally opened for traffic on Sunday, September 20, 1896, at noon, and the first regularly scheduled train left Alpena for Bay City that evening. Alger, as a junction, was off the map and the General Freight and Passenger Agent's office was moved to ________ City on October 16th. The Detroit and Mackinac Railway purchased the Wheeler farm at North Bay City for ya____. A branch from Omer to Point Lookout was ta____ of and the Cheboygan extension was being _____. Sugar-beet production was in its infancy and at the close of 1896, business for the road was looking up. In March, 1897 the surveys for the northern extension were begun. The beach and grove of pines on the north of East Tawas were prepared for picnic grounds and Linwood Park out of Bay City was opened for similar purposes. The first Tawas Bay Regatta was held on September 4th and 5th. Business for the road continued good for 1897, but Pack, Woods and Company of AuSable, large lumber operations, ceased operations. In 1898 the Detroit and Mackinac Railway expended quite a little effort advertising the health and pleasure resorts along its line. Alpena limestone was beginning to receive attention. The north county was being opened up and Merritt Chandler began operations which were to culminate in a growing and prosperous town and Onaway was born. The year 1899 showed a nice continuation of business for the road. Tawas Beach was turned into a summer resort by the building of ten cottages, all of which were rented for the season and demands for more could not be satisfied. By the middle of the year the Detroit and Mackinac Railway was operating 311 miles of track. The year 1900 opened with the usual heavy snowfall and one passenger train was delayed over ten hours at Lengsville, about thirteen miles out of bay City. The turtle trademark first appeared on timetables and advertising about 1895 and later on locomotives and cars. Many tales of how it came to be adopted have been told from time to time. The best explanation was one used later by the railroad in its advertising and had reference to the old Chippewa legend of the name of Mackinac Island, that is, "Mich-li-mackinac" which means the land of the big turtle. The island was so named on account of its shape being similar to that of a turtle and the whole territory retained that name. Nothing would be more logical than the use of the name as part of that for the railroad and Detroit was to be a part for the reason. Back of the entire plan of the road was to some day, by building, purchase and consolidation, have a line that would serve the whole eastern half of Michigan's lower peninsular, from Detroit to Mackinac. March 27, 1900. Mr. C. H. Coster, President and principle stockholder, died in New York and his death effected the future of the road more or less unfavorably. Mr. Hawks, however adopted his policies and the road continued to enjoy a nice business. August 12th to the forth annual Tawas Bay Regatta was held and Sunday excursions began to be featured by the road. The year 1901 saw the development of cattle raising and feeding and a new source of revenue was opened up by the large ranches which were organized. Cull young stock from the Chicago market were shipped to various points in this territory early in the spring, grazed during the summer and returned to the market in the fall. The increase in weight alone gave a profit over the cost of transportation. This continued to be a source of revenue for some years and aided materially in the development of agriculture. The Tawas Bay Yachting Association was organized August 17, 1901. The "Flight of the Gilman Special" was made on October 27th when Ed. Gilman, a close friend of Mr Hawks, entertained a party of newspaper men. The Detroit Free Press of November 3rd carried its story of the "Evolution of a Michigan Logging Road." The new Harrisville "cut- off" was opened on December 1st, placing the very pretty village on the railroad map of Michigan. 1902 began with the publication of a booklet entitled "On the Turtle's Back" by Ed. Gilman. Generous distribution of this booklet advertised the sport and summer resort advantages of Northeastern Michigan. Excursion business continued to grow and rumors of many consolidations and extensions filled the news columns. It was at this time that the Gould interest were credited with having taken over the road. This was due to the fact that Mr. H. McHarg had bought up all available stock in the company and began to assume control. Mr. McHarg was at that time a Director in the Wabash Railroad organization. In the year 1903 Mr. W. G. MacEdward came to the Detroit and Mackinac Railway from the Erie Railroad to act as district passenger agent. His advertising ability and sociable disposition were very valuable assets to the road and aided Mr. Hawks materially in furthering his aims for the road. The laying of seventy-pound rail, replacing the lighter weight rail from Bay City to Alpena, was accomplished this year and when the road was completed to Cheboygan on June 26, 1904, Mr. McHarg purchased for the use of the road two complete passenger trains, including locomotives, to open the through service between Detroit and Mackinac via boat from Cheboygan. On June 25, 1905 these trains were put on a schedule that made the run of 197 miles in four and one-half hours. These trains were of the solid vestibule type with 70-ton, high- wheeled locomotives and the speed and maintenance of the schedule was a record for Northern Michigan. As to freight business, the road moved 21,356 carloads of lumber in 1905, which was not bad for a dying industry. 1906 was marked by an ice famine in the Central states and the road profited. During the ice cutting season, four sold trains of ice moved daily. In May, 1906 Mr. George L. Wakeman was transferred from operating department to the traffic department. On June 10th the new Interstate Commerce law became effective, broadening the scope and activity of the Commission and increasing its powers of enforcement. Mr. T. G. Winnett, the general freight and passenger agent, placed upon Mr. Wakeman the duty of compliance with their orders and instructions. Much adverse State and Federal legislation made railroading less profitable, although more interesting, and placed the carriers more on the defensive. The public took advantage of the situation to register all kinds of complaints as to rates and service, and the various traffic departments were continually before the commissions in defense of railroad practices. A further menace to our peace and prosperity and that of the territory we served, was the growth and spread of forest fires, which brought forth from Mr. Hawks an article in the Detroit News of May 23, 1906, "Forest Fires are started by Fools." The wasteful operations of lumbermen in the early days became apparent as hunters and tourists began to invade the territory. Great loss of life and property in Northeastern Michigan had been traced directly to the carelessness and thoughtlessness of people in leaving camp fires and burning cigarettes. The development of the limestone deposits began in earnest in 1906 and 1907 and the trust obtained large tracts of limestone producing acreage at this time, to be held in reserve for future development. In 1907 the Hillman Branch was started and the Huron Portland Cement plant at Alpena began production. March 24, 1907 Mr. Philip Richardson was appointed Trainmaster at Alpena, by Mr. Luce. After threatening to withdraw all contemplated improvements in Alpena, the Detroit and Mackinac Railway finally purchased the land upon which to build a new passenger station. Previous mention has been made about the menace of forest fires in Northeastern Michigan of which there were many very disastrous ones. Perhaps October 18, 1908 was one on the worst. For days and weeks, fire had threatened the little village of Metz in Presque Isle county and when it seemed the danger could no longer be avoided, an engine and crew were sent from Alpena to take out some cars standing on the sidetrack at point. When the crew was ready to return, they loaded the household goods and other belongings of the people into several box cars and the people themselves clamored into an empty gondola coal car. The train with "Buck" Foster at the throttle, left Metz as the last building fell in flames. All were safe for the time being, but they still had to pass through the plies of cedar posts and ties at Nowicki station; these were piled on both sides of the track and were not afire when the crew went through them on the way north. Rounding the curve on the return trip, "Buck" saw they were in flames and were rapidly being consumed. He did some quick thinking. If he stop before reaching the fire (with a certainty that all would perish anyway) or try to make a run for it through the raging inferno? "Buck" chose the latter course, and with the throttle wide open he made a race for it and lost. The locomotive left the warped rails and came to a stop just clear of the fire with sixteen people left in that raging inferno to die. Two or three, Jerry Annis, his wife and baby, escaped by crawling over the end of the car to the ground and by keeping close to the earth, were able to get out of reach of the flames. "Buck", his face and arms burned and blistered from his run through the fire, got down from the cab and with the fireman, who had dropped into the water tank and thereby escaped to some degree the tortuous heat, aided these three to an open field where they were all safe until help arrived. On July 11 1911 occurred the AuSable fire, also the result of someone's carelessness. Men had been fighting the fire for days and were nearly exhausted with the losing battle, when the wind suddenly veered and flames came racing through the town so fast that the people were barely able to escape with the cloths on their backs. Some two thousand refugees from the fire were left in need of food and clothing. A relief train to take care of the homeless was sent from East Tawas, fourteen miles away, and two baggage cars loaded with supplies and food were sent from Bay City as soon as news of the disaster was received. On December 14, 1911 a reception and banquet was tendered the Detroit and Mackinac Railway and its officers by the Alpena Chamber of Commerce in connection with the opening of the new passenger station. This now seems to have been the peak of the road's popularity and prosperity. While generally speaking, the road continued to operate successfully, adverse legislation continued to hamper Mr Hawk's style and kept him on the defensive against his critics, which have become legion. In order to retain the 3¢ passenger fare, the purchase of the AuSable and Northwestern Railroad was accomplished and its mileage added to the Detroit and Mackinac Railway June 6, 1914. On January 1, 1918, under General Order of the Director General of Railroads, the Detroit and Mackinac Railway came under Federal control as the smallest Class I road in the United States and was consolidated with other roads under Federal Manager Frank K. Alfred of the Pere Marquette Railway. During this period all rates and fares were increased approximately 25% to 33%, which increase was intended to offset any loss of business due to curtailment of all activities not directly concerned with the war. During the early part of 1919. Mr. Hawks discovered some apparent irregularities in the accounts which charged the Detroit and Mackinac Railway with more than their proportion of the consolidation expense and he went to Washington. On his return the Detroit and Mackinac Railway was divorce from the consolidation and Mr. Hawks was Federal Manager until the return of the road to its owners on March 1, 1920. By this time, Mr. H. K. McHarg Sr. had assumed full control of the corporation by preponderance of stock ownership. On May 6, 1920, the Detroit offices were moved to East Tawas and on May 10 Mr. Hawks resigned from the road, Mr. H. K. McHarg Jr. was made vice-president and general manager on May 12th and the appointment of Mr. G. L. Wakeman as traffic manager was confirmed. On July 1st, Mr. C. W. Luce, general superintendent, resigned. In September, 1921 the traffic department was moved from Bay City to East Tawas. About this time the long famous trademark of the turtle was removed from cars, locomotives, advertising and stationary and the much heralded and talked about trademark was soon a thing of the past. Due to ill health Mr. Wakeman resigned from the road October 16, 1925. From 1921 to 1925 the net earnings of the road showed a large decrease and the question of abandoning certain branch lines was being considered. The Cumins and Curran branches (AuSable river division) were abandoned August 25, 1927 and later torn up. This made a net decrease in mileage for that year of sixty-nine miles. In 1928 the Lincoln Branch was abandoned on June 3rd. The improvement of highways by gravel surfacing began to show in the passenger earnings of the road and on May 10, 1929, the Hillman Branch west of Emerson, was abandoned, as was also the Rockport branch. The Rose City Branch was abandoned April 16, 1930. The earnings remained at a stable low basis, but drastic economies together with a short period of general good times served to brighten the road's prospects. H. K. McHarg Jr. left the road in 1929 and for several years John McCray and Charles A. Pinkerton divided the responsibility of managing the road. Others who contributed their bit were: Norman W Salesbery, secretary and treasurer; George J Bergevin, auditor; R. W. Hickey; purchasing agent; and A. S. Matteson, traffic manager. with Mr. McCray's death in 1933 the road lost a loyal and valuable employee, and since that time Charles A. Pinkerton, Sr. had almost complete responsibility. In 1934 the valuation of the road was reduced by the State Tax Commission and the gross earnings for 1934 increased some $31,000.00 and remained fairly stationary for 1935. In that year wages were increased 5% and another increase of 5% was made as of July, 1936. The production of crude oil in the Prescott region added considerable tonnage to the D & M revenues. While the revenues did not begin to approximate those of its peak years, still by strict economy the road was really in a healthy condition. Note. Apparently this is the end of the history, although it is not obvious. There were no more series of the history in the following issues of the newsletters. MIGENWEB ARCHIVES NOTICE: These electronic pages may NOT be reproduced in any format for profit or presentation by any other organization or persons. Persons or organizations desiring to use this material, must obtain the written consent of the contributor, or the legal representative of the submitter, and contact the listed MIGenWeb archivist with proof of this consent. The submitter has given permission to the MIGenWeb Archives to store the file permanently for free access.