had a distinctive bright red paint scheme. Half of the cars were outfitted as parlor cars with first class seating. To demonstrate the new equipment, the C&LE staged a race between car #126 and an airplane. The car "won" after topping out at . The Red Devils operated a daily service between Cincinnati–Toledo–Detroit () and Cincinnati–Toledo–Cleveland (). These were the longest straight through operations using the same equipment on any interurban in the United States. New freight motors were purchased along with freight cars designed to operate on city streets with tight turns at corners. Overnight freight delivery C&LE management turned the numerous and prior legacy regional mid 1920s interurban companies' trolley-freight feeble operations into an efficient, high-speed, freight carrier. With the cooperation of neighboring interurbans in Indiana and northern Ohio, it guaranteed next-morning freight delivery to major cities throughout Ohio, Indiana, and Michigan. The C&LE’s nightly runs between Cincinnati and Cleveland made it the longest and probably the fastest regional interurban freight carrier in America. To improve freight business, the C&LE guaranteed 5pm 8am overnight 178 mile delivery between Cincinnati to Cleveland, a service that conventional steam railroads could not provide. This enabled the C&LE to secure considerable new business, notably that of a Frigidaire plant near Dayton which had the C&LE construct loading tracks directly into their factory. This freight service operating at night had the additional benefit of not interfering with the daytime operation of the new, fast "Red Devil" passenger interurbans. The C&LE also established interchange freight rates with some steam railroads, a rarity for an interurban. The expanded freight business created tension with local municipalities who did not want freight motors towing multiple freight cars on city streets mixing with automobiles and pedestrians and damaging pavement. There was substantial street damage in both Springfield and Dayton. Springfield sued the C&LE for damages to its brick streets and won, but the railroad was unable to pay or repair the damage it was so broke. The C&LE did not employ protective block signaling on its railway due to the cost of installation. It relied on a system of train orders, and train orders have the danger of a motorman not paying attention to where he is scheduled to meet an opposing train. The C&LE experienced several head-on wrecks due to this. One in 1932 near Hamilton, and another in 1934 near Springfield, Ohio. There were fatalities. The