Post by osrr on Aug 20, 2015 16:10:04 GMT -5
Modern DT&I
With the end of the 1960s brought the DT&I's $4.5 Million dollar Flat Rock yard expansion to a successful end.
The beginning of the 1970s brought a great shock to the industry when Penn Central filed for bankruptcy. In June of 1970 with the Penn Central filing bankruptcy, the ICC ordered the Penn Centrals holding company to begin divesting itself of assests in an attempt to recover. The DT&I was first on the radar and by 1971 had been sold off to private investors.
With a new financial backing and the Penn Central failing. The DT&I seeking a connection to Cinncinati they could call their own set the ball in motion to aquire Penn Centrals line from Columbus to Cinncinati. By 1976 with the conditions of the line deteriorated from the years of questionable and sometimes non existent maintenance the value of the line had dropped due to the cost of rehabilitation. In an odd twist of fate the DT&I was granted permission to purchase the line along with a requirement to also acquire the line from Columbus to Hobson. Seeing a great potentional in business the private investors of the DT&I allowed the purchase. Unfortunately for the DT&I business on the south end was dwindling by the late 1970s. With the combination of deteriorated track conditions and low business the decision from up top came to abandon track south of Washington Court House.
Remaining with the original private investors the DT&I has remained profitable into modern times as a Class II railroad. Operating nearly 500 miles of track, bridge traffic, coal, chemicals, grain, and various other commodites has kept traffic moving and profits flowing.
Roster Introduction
Dieselizing quickly during the 1950's the DT&I used EMD power exclusivly. GE as well as ALCO power was tested through leases at certain points in time up but, the decision to stay with EMD was always the outcome despite satisfactory results.
Starting in 1969 second generation power began to creep its way in with the purchase of five EMD SD38s as well as a set of five GP38AC units following in 1971. Although the new units proved very successful and the DT&I managment was pleased with the new power, no new units were purchased untill 1976 with the aquisition of more than 200 miles of former Penn Central trackage. With an expanded system and a new company backing, the DT&I begain to purchase new EMD power while trading in and/or selling the older first generation power.
By 1981 with many of the first generation power barely surviving, the first order of turboed second generation power was placed. Finding a nice balance between power, fuel efficiency, and maintenance, an order for ten GP39-2 PhII units was placed. With out a dash 2 12cyl equivelant in the six axle area, an order of eight SD40-2s were placed in 6/81, originally intended for coal service although a few do wonder around the system on occasion.
Over the years some units have moved on and others added to the roster. The below summary is the current roster.
Roster
EDIT: I'm leavin this up, someone may draw inspiration from it but, it is no longer in the plans specifically.
With the end of the 1960s brought the DT&I's $4.5 Million dollar Flat Rock yard expansion to a successful end.
The beginning of the 1970s brought a great shock to the industry when Penn Central filed for bankruptcy. In June of 1970 with the Penn Central filing bankruptcy, the ICC ordered the Penn Centrals holding company to begin divesting itself of assests in an attempt to recover. The DT&I was first on the radar and by 1971 had been sold off to private investors.
With a new financial backing and the Penn Central failing. The DT&I seeking a connection to Cinncinati they could call their own set the ball in motion to aquire Penn Centrals line from Columbus to Cinncinati. By 1976 with the conditions of the line deteriorated from the years of questionable and sometimes non existent maintenance the value of the line had dropped due to the cost of rehabilitation. In an odd twist of fate the DT&I was granted permission to purchase the line along with a requirement to also acquire the line from Columbus to Hobson. Seeing a great potentional in business the private investors of the DT&I allowed the purchase. Unfortunately for the DT&I business on the south end was dwindling by the late 1970s. With the combination of deteriorated track conditions and low business the decision from up top came to abandon track south of Washington Court House.
Remaining with the original private investors the DT&I has remained profitable into modern times as a Class II railroad. Operating nearly 500 miles of track, bridge traffic, coal, chemicals, grain, and various other commodites has kept traffic moving and profits flowing.
Roster Introduction
Dieselizing quickly during the 1950's the DT&I used EMD power exclusivly. GE as well as ALCO power was tested through leases at certain points in time up but, the decision to stay with EMD was always the outcome despite satisfactory results.
Starting in 1969 second generation power began to creep its way in with the purchase of five EMD SD38s as well as a set of five GP38AC units following in 1971. Although the new units proved very successful and the DT&I managment was pleased with the new power, no new units were purchased untill 1976 with the aquisition of more than 200 miles of former Penn Central trackage. With an expanded system and a new company backing, the DT&I begain to purchase new EMD power while trading in and/or selling the older first generation power.
By 1981 with many of the first generation power barely surviving, the first order of turboed second generation power was placed. Finding a nice balance between power, fuel efficiency, and maintenance, an order for ten GP39-2 PhII units was placed. With out a dash 2 12cyl equivelant in the six axle area, an order of eight SD40-2s were placed in 6/81, originally intended for coal service although a few do wonder around the system on occasion.
Over the years some units have moved on and others added to the roster. The below summary is the current roster.
Roster
- (2) MP15 100-102 Blt 5/80
- (5) GP38AC 200-204 Blt 7/71 Reblt to Dash 3
- (10) GP38-2 205-214 Blt 1/77
- (10) GP39-2 400-409 Blt 3/81
- (6) SD38-2 300-305 Blt 3/77
- (8) SD40-2 500-507 Blt 6/81
- (6) GP49 410-414 Blt 11/80 Former NS, Reblt low nose, 2500HP
EDIT: I'm leavin this up, someone may draw inspiration from it but, it is no longer in the plans specifically.
