The Ann Arbor Railroad And Car Ferry Lines

The Ann Arbor railroad bisects tlie lower península of the state of Michigan from southeast to norlhwest- a stretch of main line some 300 miles in length. lts southern terminus s it Tolelo, O., where it connects with tlie dozen or more main trunk lines reaching all parta of the country. Tts ■ northern terminus is at Frankfort, Mfch., on Lake Michigan, where it possesses an excellent harbor, open all the year round. From this point diverges the Ann Arbor railroad car ferry system to Manitowoc and Kewaunee, Wis., and to Menotninee, Gladstone and Manistique, Mich. For a trade-mark the Ann Arbor railroad hasalways used the "key," and in railroad circles it is known as the "Key of Michigan." lts several car ferry routes, making up a digital number, may be likened unto a giant's right hand and strong arm that is reaching out for business all through the great northwest. Of special interest to lumber shippers is this great ferry and rail system. The Ann Arbor railroad was the ffrst to undertake the operation of car ferry boats across Lake Michigan. Ferry No. 1 made its first trip early in November, 1892, and ferry No. 2 was placed in commission in January, 1893. The two months of 1892, which was the inception of the business, showed a haudling of only 323 cars of freight eastbouud, out of Wisconsin and upper Michigan. 1 pie generally, both shippers and other railroad men, were afraid of the system, and the general opinión was that it would be a failure. This feeling was wide-spread and long-feit, and not until 1895 did shippers become less suspicious of the innovation. In that year general public sentiment began to turn, and 1895 proved a prosperous year for the Ann Arbor ferry service. In 189ü the two ferries of tlie Ann Arbor company hauled, eastbound, over 6,000 carloads of the producto of Wisconsin, Minnesota afid upper Michigan, to say nothing of the immense quantities of soft coal handled from the Ohio, Pennsylvania and West Virginia mines westbound." The coal thus supplied almost entirely furnished the fuel for the vast paper milis along the Fox and Wisconsin rivers in Wisconsin during the past three years. Duriug the present year the volume of business via the Ann Arbor ferry route has been still further augmented. During all this time not one pound of freight has been lost to shippers. The Ann Arbor Railroad Company insures freight while on its boats just as it does while in transit on its railroad, and if any is lost from any cause it is promptly paid for. Shippers have fhnüly become convinced that the car ferry service is just as safe as though handled "all-rail." Of the boats themselves, of which The Timberman takes pleasure in presenting several illustrations : The large picture shows the two transfers plowing their way out of Frankfort harbor through the ice in midwinter, and is inscribed "The Ann Arbor's Grand March Across Lake Michigan." Auother illustration is a second winter scène at the entrance of the Frankfort harbor ; the third shows one of the transfers in the slip at Frankfort with the beautiful little city of Frankfort in the background. Then there are several smaller detail pictures, showing the loading of one of the ferries with carloads of cedar poles at Menominee, Mich. ; unloading one of the boats at Kewaunee, Wis. ; and the third sinall picture, photographed at Gladstone, Mich., shows how the cars are substantially fastened to the deck of the vessel. All the pictures are practically self-explanatory. Each of the Ann Arbor ferries carries twenty-four cars, and is enclosed, as the pictures will show, except suflicient space at the stern for the handling of large furnituré cars. This inakes it possible for this compauy to handle cars of any size offered. The boats make daily calis at Kewaunee, Wis., where they connect witli the Kewaunee, Green Bay & Western railroad, and at Manitowoc, Wis., where : tion is unade with the great Wisconsin ' Central and Chicago & Northwestern systems. Also, four times weekly, boats ! cali at Nlenominee, Mich., where con; cection is made with the Chicago, waukee & St. Paul, aud with the Chicago & Northwestern systems. Calis are also made four times weekly at üladstone, Mich,, where connection is made with the "Soo" systein. The Gladstone harbor, at the head of Little . Bay De Xoquet, hot having proved an available liarbor, the Ánn Arhor Railroacl Company is now putting iu a slip and apron transfer at Manistique, Mich., which is an open harbor all winter, and gives the company a thoroagh surety of being able to handle business to and from the "Soo" line the year round. This new harbor opens a nevv outlet for the vast luinber interests on both the Duluth, South Shore and Atlantic and the "Soo" lines, aud avoids the necessity of sending cars through the more northerly channel, via SaultSte. Marie, where there is vastly more Snow and ice to delay trafflc. This route also makes a new outlet from Duluth and the Superiors to all eastern and southern points. This link across upper Lake Michigan, and the one from Meuominee to Frankfort, places the upper and lower península of Michigan in close touch with each other, and makes travel and shipping as easy and prompt as though they were joined solidly together by rails of steel, and not separated by the waters of Lake Michigan. Prior to the advent of the Ann Arbor ferry line people at the upper end of the state having business at the capítol, Lansing. or in the great metropolis, Detroit, were obliged to travel vía Chicago, just about doublé the present direct distance via the Ann Arbor line. The opening of this through water and rail line has done more for the development of upper Michigan than anything elsein its history. It has been the means of placing tíiis territory on a lower basis of freight and passenger rates than ever before enjoyed, and has made it possible for people of the upper península to import goods direct and land them at their doors as cheaply as can be done by Chicago dealers. This has had the effect of giving Michigan merchants the trade of their own state instead of having it all go to Chicago. Menominee, the metropolis of the upper península of Michigan, is now beginning to feel the importance of this, and has commenced the erection of a mamnioth wholesale grocery establishment, and articles of iucorporation have just been filed for a larjje boot and shoe manufactnring plant, which will be ready for operntion next spring. Other similar enterprises are sure to follow, and the future of Menomine.e isassured, oven after tlie innnenso ltimber interests are exhausted. Marinette, Wis., is ateo feeling tlie benefit of the Ann Arbor' route by tlie establishment of large wholesale interests. A big wbolesale grocery house has recently moved tliere trom Milwaukee. These are not the only places directly benefited by the Ann Arbor route. Oconto has been able to find a uiarket via the lake and rail route for its immense lamber production. Kewauuee and Manitowoc have also been benefited, as through these eities have been opened up direct lineé through southern and central Wisconsin, shortening the route very materially from these points to the east. Chicago has longbeenovercrowded with traffic, which has meant delay and serious loss of time on through shipments. The natural outlet for business from tlie northwest is bound to be via the ferries across Lake Michigan. Being first in the field of car shippers across Lake Michigan, the Ann Arbor company naturally claim the credit for everything which has followed that has j been beneficial to the shippers in the northern eities and towns. Tliis company issurely entitled to this credit, and shippers shou'd bear in mind that to the enterprise of the Ann Arbor Railroad Company alone is due the fact that the y are to-day enjoyingthe favorable freight rates and prompt services that tbey are, in both shippin and receiving bulk commodities in unbroken car lots. Wliile tbe car ferries of the Ann Arbor company are not as beautifnl and sumptuous as some, tbey are snbstantial and first-class crafts tor tbe purpose for wliich they were built, and the passenger accommodations thereon are entirely satisfactory to the traveling public. Mr. W. H. Bennett, of Toledo, Ohio, is the general freight and passenger ageut of the Ann Arbor railroad and steamship lines, and gives personal attentiou to all matters counected therewith. He is one of the best known freight men in the country, andshippers of lumber or other commodities can rest assured of having the most considérate and intelligent treatment at his hands. His chief aid, the man who actually comes in contact witfa shippers in the northwest, is Mr. C. W. Peake, commercial ageut of thecompany at Milwaukee, Wis. Mr. Peak was the first herald of the ferry enterprise in that country, and bas worked faithfully and gently ever since for its success. Previous to his occupaucy of the position he now holds lie luul a thorough knowledge of railroad work, in which he lias spent his life, and for nine yeara previous was associated aud iutimately connected with the freight department of the Ann Arbor railroad. Since he has located in the northwest he has become acquainted with almost eveiy lumber shipperin Michigan and Wisconsin, and universally has gained their contídence and respect. Tothe lumber nianufacturiusi and tributing fraternity generally, The Timberman desires to commend tlie facilities and inducements oifered by the Arm Arbor railroad and stearaship lines for the transportaron óf their froight; and it trusts that they vvül give due weight and consideration to the fact that to thi.s coniiany they owe no inconsiderable debt of gratitudo for bof h the services and rates novv enjoyad.