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|Dates of operation
Toledo Terminal Railroad was a railway company in the U.S. state of Ohio. Primarily a switching railroad, it made a complete loop around the city of Toledo, crossing the Maumee River twice.
In its heyday, the TTR was double-tracked all the way around the city of Toledo, except for the portion around the Upper Maumee Bridge.
On March 17, 1982, a train derailed on the Upper Maumee Bridge, damaging it.The Toledo Terminal elected not to fix the bridge, instead abandoning it, stirring up much controversy.
In 1983 it announced plans to lay continuous welded rail in north and west Toledo.
In January 2010, CSX Transportation petitioned to abandon the rest of the "Backside" of the Toledo Terminal (the portion on the west side of the Maumee River) from Temperance, on Toledo's north side, to a small portion just north of Norfolk Southern's Chicago Main, in Vulcan. All of the removal track has since been completed, and plans are underway to turn the right-of-way into a rail trail. This leaves only a small, inactive segment from the Vulcan to the ex-Wabash mainline near Gould on Toledo's south side.
The portion of the Toledo Terminal from Temperance to Bates, mainly the east of the Maumee River, is still in use by CSX.
The carrier was incorporated December 4, 1907, under the general laws of Ohio, for the purpose of acquiring the property, rights, and franchises formerly owned by The Toledo Railway and Terminal Company, which was done. The date of organization was December 4, 1907.
The carrier acquired by deed dated December 4, 1907, the property, rights, and franchises of the predecessor company, which had been sold at foreclosure sale on May 28, 1907. The latter was incorporated February 12, 1901, under the general laws of the State of Ohio.
The owned property of the carrier, comprising 31.214 miles (50.234 km) of main-line railroad, 5.584 miles (8.987 km) of second main track, 29.735 miles (47.854 km) of yard tracks and sidings, a freight and passenger station, and certain other terminal facilities at Toledo, Ohio, was acquired partly by purchase after foreclosure proceedings, as previously explained, and partly by construction. The main-line mileage, 24.99 miles (40.22 km) of yard tracks and sidings, the freight and passenger station, and certain other terminal facilities were constructed for The Toledo Railway and Terminal Company by The Toledo Railway and Terminal Construction Company during the years 1901, 1902, and 1903, and the entire line was opened for operation on October 1, 1903. The 5.584 miles (8.987 km) of second main track and 5.122 miles (8.243 km) of yard tracks and sidings were constructed by the carrier during 1914, the work being performed by its own forces.
In addition to the foregoing, the carrier owns jointly with the Pere Marquette Railway Company 0.166-mile (0.267 km) of yard tracks and sidings. It could not be determined from the records reviewed how this mileage was acquired.
There is a difference of 0.056-mile (0.090 km) between the mileage recorded by the carrier, 32.27 miles (51.93 km), and the mileage inventoried as of date of valuation, 31.214 miles (50.234 km).
Solely owned, but jointly used, used with—The Hocking Valley Railway Company—Tracks, 33 miles (53 km), between--
The Cincinnati, Hamilton and Dayton Railway Company—Tracks, 39.6 miles (63.7 km), between—Bates and Boulevard Station, Toledo; for indefinite period from Oct. 1, 1911; stipulated payment 4½ cents per car-mile, with a minimum of $1.25 per train-mile.
The Toledo and Ohio Central Railway Company—Tracks, 43.4 miles (69.8 km), between—Stanley and Boulevard Station, Toledo; for indefinite period from Jan. 1, 1908; stipulated payment 4½ cents per car-mile, with a minimum of $1.25 per train-mile.
Hickox and Walbridge, for passenger trains; for indefinite period from Nov. 1, 1907; stipulated payment $1 per train-mile.
The Cleveland, Cincinnati, Chicago and St. Louis Railway Company—Tracks, 7.08 miles (11.39 km), between—Walbridge and Stanley; for passenger trains; for indefinite period from Feb. 7, 1914; stipulated payment $1 per train-mile.
Stanley and Gould; for freight trains; for indefinite period from May 13, 1917; stipulated payment 4½ cents per car-mile, with a minimum of $1.25 per train-mile.
Vandalia Railroad Company—Tracks, 7.70 miles (12.39 km), from
Gould to Walbridge, for freight service; for indefinite period from Mar. 1, 1915; stipulated payment 4½ cents per car-mile, with a minimum of $1.25 per train-mile.
The Detroit and Toledo Shore Line Railroad Company—This company uses all tracks of the carrier for switching purposes through arrangements made with the above-named companies, which perform all of the service incident to interchange of cars between The Detroit and Toledo Shore Line Company's tracks and tracks of the respective companies. Solely owned, but not used, leased to—The Michigan Central Railroad Company—Land, 0.31-acre (1,300 m2), at Toledo, for the construction of track for movement of locomotives and cars; for indefinite period from Jan. 1, 1915; stipulated payment $12 per annum. Jointly used, but not owned, owned by—The Wheeling and Lake Erie Railway Company—Yard tracks and sidings, 1.5 miles (2.4 km), at Ironville, Toledo; term 99 years from May 23, 1916; stipulated payment equal to interest at 2½ per cent per annum on valuaution of $30,592.93, plus one-half the cost of maintenance and taxes.
There are other facilities of minor importance, such as interlockers, yard tracks, and sidings, in which the carrier grants or receives joint use, that are not listed in this chapter.
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The number of long and slow freight trains on the Toledo Terminal Railroad in West Toledo has increased...because of a derailment that damaged tracks on its Maumee River bridge
State officials have been asked to stop the Toledo Terminal Railroad's "de facto abandonment" of miles of track and its Maumee River bridge between South ...
More than four miles of new welded steel rail will be installed by the Toledo Terminal Railroad in North and West Toledo beginning about June 1...
This article incorporates public domain material from the Interstate Commerce Commission document: "Valuation Reports Vol. 31 pp 870–871, 880–881".(The Interstate Commerce Commission was an agency of the United States federal government, and its publications are therefore in the public domain.)