Henry Ford, bought the DT&I July 9, 1920 for $5 million, receiving over 300 miles of rundown main track and branch lines, 80 locomotives, 2,800 freight and a couple dozen passenger cars - most of this in anything but satisfactory condition, as a personal holding of Henry, wife Clara and Edsel Ford and brought it out of bankruptcy and after getting tired of government interference he sold it to the Pennsylvania RR in 1929 for $36 million in cash,  inspection train North Bound about 1924 - 1926 at Waverly, Ohio.  Note Henry Ford third person in line.  Henry Ford had the N&W pick up Ford Dealers in VA and WV starting at Norfolk and brought to Waverly.  He then took them to Detroit to view how Fords were made.

The car shops was started June 1906 that included $28,000 in grants and land from the city of Jackson. The site along Athens Street had once been a horse race track. The complex included new heavy repair shops, transfer table, oil house,, new yard office building and the relocation of the water tank.  The Detroit Southern round house, which sat in a triangle at Main and Bridge Streets, was closed and a newer larger facility was included in the program.  Over $160,000 was spent on the program with the first building occupied in August 1908.

Click here for information about the D. T. & I. Car Shop in Jackson Ohio: D T & I Car Shop

On Wagon: Driver John A. F. Downing and Jack Hughes.  Standing: Elmer Downing, Edward Johnston and owner Mr. Strittmatter.

D. T.& I .Shop Summit Hill Addy Left, Lowry, Evart Addy & Emmitt Addy

This brick freight station sat on Depot Road and Second Street. It was built in 1953 and demolished in spring of 2002 to satisfy state requirements to construct a state approved truck bypass connecting SR220 East and West Second St.  The city of Waverly was the last owner of the structure.

    The Royersville Tunnel, original called Vesuvius, opened in December 1851 which dates back to the construction of the Iron Railroad and was carved out of a seam of coal and was original 1050 feet long.  Henry Ford had it shortened several feet after a major collapse.  At it closure in 1982 it was 920 feet long.  Because it was set in a ridge of moving butter rock and fireclay it presented a challenge to the railroads that operated through it.  From either side it was an uphill grade to reach the tunnel and had a seven-degree thirty-minute curve in the middle of the tunnel. Train crews could not get an advance view to watch for fallen timbers or rocks and a full time tunnel watchman was used until 1933 and after that frequent tract patrols was used.  

    Train speeds were restricted to 6 miles per hour through the tunnel.  Engineers tried to maintain enough speed so that the engines would not have to work hard while in the tunnel especially the explosive exhaust of steam engines.  Tunnel height was also a problem with a height of 15 feet 2 inches, it restricted car sizes.

    There was a collision on the Ohio Southern road at Storm's Station, last Friday, resulting in the death of the flagman, John Holland
   Our understanding is that Holland was sent back to flag a train, but took it for granted that it would be a couple of hours behind time, as frequently was the case, and assumed the responsibility to lay down in the caboose of the standing train and go to sleep.  The incoming train happened to be on time and made kindling-wood of the caboose.  Holland was badly mangled.
    There was another smash-up on this side of Storms' on Monday Sixteen cars were wrecked and piled up on about the length of four.  This was caused by the train breaking in two.  A man was seriously and perhaps totally injured in this accident.

21 Nov. 1884 The Republican