was still incomplete when its promoters got into serious financial difficulty. The Shore Line went into receivership, and in the summer of 1902 the receiver became convinced that it would never be viable as an electric road and petitioned the court to allow him to construct a connection from the end of the track at Trenton Jct. (FN tower) to the nearby Detroit, Toledo & Ironton (Detroit Southern). This was completed in November 1902 and the construction work ceased for a short period. In December 1902 the Grand Trunk Western and the Toledo, St Louis & Western (known as the Clover Leaf) entered into an agreement to jointly purchase the Shore Line property by issuing bonds for the payment of outstanding obligations. At the same time they contracted to extend the line northward from Trenton to a connection with the Wabash at River Rouge, on the south side of Detroit. The new owners intended to bring the Shore Line up to the same general standards as the Grand Trunk main line, a task that would require considerable additional track work. When the line was completed, the D&TSL had no equipment except a small locomotive which had been purchased from the contractor and an old dummy saddle tank engine that had formerly run on the New York City elevated. There was some work equipment consisting of Rogers ballast cars but no cabooses or any freight equipment. Only one station had been constructed-at Monroe-but there were few telephone shanties scattered along the road. The overhead wire was removed and sold along with the electric motor cars to the Monroe Traction Company and the Toledo & Monroe Construction Company. The line was opened for freight traffic in September 1903, with each parent company furnishing three locomotives. The D&TSL used the Clover Leaf terminal in Toledo and the GTW facility in Detroit. There were no passing tracks, no classification yards and no locomotive servicing facilities. To reach the Clover Leaf yard in Toledo they used twelve miles (19 km) of the Toledo Terminal under a trackage rights agreement. In the spring of 1904 they bought six Baldwin compound Moguls along with six cabooses. Work began immediately to upgrade the right-of-way. In 1906 a classification yard-named Lang Yard after the road's auditor was started just north of the Toledo city limits along with a roundhouse, turntable and machine shop. A short time later, work began