The Detroit, Toledo and Ironton Railroad operated from 1905 to 1983 between its namesake cities of Detroit, Michigan, and Ironton, Ohio, via Toledo. At the end of 1970, it operated 478 miles of road on 762 miles of track; that year it carried 1,244 million ton-miles of revenue freight. Early history In 1901, the merger of the Detroit and Lima Northern Railway and the Ohio Southern Railway formed the Detroit Southern Railroad. This company was purchased at foreclosure on May 1, 1905, by Harry B. Hollins & Company of New York, which reincorporated it in the state of Michigan under the name of the Detroit, Toledo & Ironton Railway. The president of the Detroit Southern, Samuel Hunt, was to remain as president of the reorganized road but died suddenly on May 15, 1905. George Miller Cumming, a New York City lawyer who was formerly first vice-president of the Erie Railroad Company and the former chairman of the board of the Cincinnati, Hamilton & Dayton Railroad, was elected president in June and served for one month. F. A. Durban was elected president in July but resigned in November, and was replaced by Eugene Zimmerman. Cumming and Durban continued to serve as officers under Zimmerman's presidency. The DT&I went bankrupt in 1908, but remained solvent until it was purchased by Henry Ford in 1920. (The name had been changed to Detroit, Toledo and Ironton Railroad on March 1, 1914.) Ford recognized the strategic importance of the line to his automobile business; the line connected Dearborn, Michigan, to all of the major east-west rail lines in the Midwest. This gave Ford direct control over shipments of raw materials and finished goods to and from his factories in Dearborn. Under Ford's management, the line thrived. In the words of a later historian, "the line was transformed from a streak of rust into an extremely efficient and profitable operation, the likes of which has or will seldom be seen in this country." Ford double-tracked the Detroit area main lines, and made a deal with the workers that they would take better care of the equipment in exchange for unusually high wages. Moreover, Ford funded the purchase of new equipment. For the daily Detroit-Bainbridge, Ohio train, the DT&I purchased a pair of "doodlebugs"; for the intensive Detroit-area freight service, the line electrified as far as Flat Rock yard. Ford hoped to electrify the entire line, and