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Canadian Rail 328 1979

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Canadian Rail 328 1979

Canadian Rail i
No. 328
MAY 1919

.. :,
This is AMTRAK train #64 the Niagara
Rainbow crossing the Falls
View Bridge over the
Ni aga ra Ri ve r between Ontari 0
and New York State. The photo
was taken on December 29, 1978
and this passenger service was
discontinued on January 31, 1979.
Note the CN. RDCs in the back­
ground as well as the CN freight
about to cross their bridge.
This is a typi cal train before discontinuation of the Niagara
Rainbow which operated between
Detroit (Windsor), Niagara Falls,
Buffalo and New York. The train
usually consisted of one diner,
two coaches and a baggage car.
Photo courtesy Mr. R. C. Ballard.
ISSN 0006 -46.75
Published monthly by The Canadian
Railroad Historical Association
P.O. Box 22, Station B Montreal
Quebec Canada H3B 3J5
EDITOR: M. Peter Murphy
Germani uk
LAYOUT: Michel Paul et
L. M. Unwin, Secretary 60-6100 4th
Ave. NE
Calgary, Alberta T2A 5Z8
D. E. Stoltz, Secretary
P. O. Box 141, Station A, Ottawa, Ontario
K1N 8V1
R. Keillor, Secretary
P. O. Box 1006, Station A, Vancouver
British Columbia V6C 2P1
C. K. Hatcher, Secretary
P. O. Box 6102, Station C, Edmonton
A1 berta T5B 2NO
R. Ballard, Sr., Secretary
300 Cabana Road East, Windsor,
Ontario N9G 1A2
J. C. Kyle, Secretary
P. O. Box 5849, Terminal A, Toronto Ontario
M5W 1 P3
Peter Warwick, Secretory
P.O. Box 593
St. Catharines, Ontario
L2R 6W8

by Kenneth A.W.Gansel
All photographs by the Author
unless otherwise noted.
Amtraks train #64 was photographed in July 1976 coming off the
Grand River Bridge, photograph courtesy Ken Gansel.
135 R A I L
Many people do not realize that CONRAIL operates about 313
miles of track in the provinces of Quebec and Ontario in Canada.
Following is the story as to the reasons these lines were built
and to particular points of interest alohg the right of way that
may be explored by the interested enthusiast.
The main reason for CONRAILs line from Windsor to Niagara
Falls is that it is the shortest route from western New York State
to Michigan and in addition there is only one crew change. In Feb­
ruary 1868 the Erie and Niagara Extension Railway Company proposed
building a railway line from Fort Erie to Sandwich, Ontario ( near
Windsor ). In 1869 the Erie and Niagara Extension Railway Company
changed their name to the Canada Southern Railway (CASO) and started
construction on the line in 1870. This article will deal in the
most part with the Canada Southern which is today a company owning
the tracks and property in Canada on which CONRAIL operates its
By the summer of 1873 the main line was finished between
Fort Erie and Amherstburg and in 1883 a branch line was built from
WeIland to Niagara Falls, Ontario to shorten the distance for through
trains from upper New York State. As time went by the CASO expand-
ed its empire by purchasing in 1904 two railways in Southern Ontario,
the Leamington and St. Clair (Leamington to Comber) and the Chatham
and Erie Railway (St. Thomas to Courtright). The latter was abandon­
ed around 1955 when the oil wells in Oil Springs went dry. In 1928
the CASO was sub-let to the Michigan Central Railroad for 99 years
and then in turn leased to the New York Central. Subsequent take
overs and mergers saw the lines lease transferred to the Penn Cen­
tral and subsequently to Conrail which has the lease at th~ present
time in history. There have been several attempts by Penn Central
to retain its property in Canada by setting up a separate company
before CONRAIL, but each attempt was blocked by the Canadian Trans­
port Commission (CTC) who would not permit this to happen.
On April 1, 1976 CONRAIL assumed operation of both the Canada
Southern Railway and the St. Lawrence and Adirondak Railway Company
(St.L&A). At the time of writing it is interesting to note that CASO
stock was still listed on the Montreal Stock Exchange and was trad­
ing at approximately $ 36.00 per share. The St. Lawrence and Adir­
ondak portion of the CONRAIL operation will be covered in the second
part of this article.
The CONRAIL line across Ontario still relies on bridge traffic
for approximately 90% of its revenue, this line in fact has always
been a money maker even back when the Penn Central had control of
the operation. CONRAIL also has control of the Detroit River Tunnel
Company and the Niagara Bridge Company, these being the key to the
lines success. The tunnel passes under, while the bridge is over the
rivers of the same name. The tunnel company charges approximately
$ 20.00 for each locomotive or car passing through the facility, this
adds up to a substantial sum when you consider that the DT&I, C&O,
CPR and CONRAIL are all major users of this route.
Almost all freight traffic that rolls over CONRAIL in Canada
is routed to the bridge at Niagara Falls. While there is the alter­
nate bridge at Fort Erie it is owned in part by Canadian National
and it is obviously easier as well as more advantageous for CONRAIL
to use their own connection over the Niagara River. The Fort Erie
The second to the last Niagara Rainbow stops for customs insp­
ection at Niagara Falls, Ontario on 29 January 1979. The time
is 19:45, photo courtesy of the Author.
4 Rev. 7-15-16 (112)
NOTE _ .. Applip.s on Png€s 4 to 16 Inclusive:
Utile 2i!J.~A In effect M all Train Order offIces. except
on the (;:
adn Division. unless otherwise Indicated.
B Indicates Rules 2ZI-R In effect.
C Indicates Rule 221-C In e((eel.
o Indicate~ Rule 4111 In effect (Cannda).
K Jndlcates COltlrolle,j by.
o Indicates llutomRlIc Interlocking.
P Indicates In s(rvlce-port-tlme-.
R Indicates nOlOlEty conlroJled lrom.
S Indicates control station at othlr than
dlspa.tchers oUlee.
X IncJic~t(s!n servl<-e ~(lntinllousJy.
: ~~~:~:~!i ~~~~ ~~~~ ~~:~~!: ~.
U.S.A. Holll1ays: New Years. WashIngtons Birthda.y. Memorial,
In(.eptndence. Labor. ThanksRlvln~. Christmas Days.
Cnnada Holidays: New Years. Good Friday. Victoria Day. Domlnlon
Day. LAbor Duy. ThOnks~ivlng Day and Christmas.
• 111~1,UJ(~ (roru RochcSltf
x _._ …… __ … CP 85 (C.N.R. Conn., 75.7
….. _ ….. _ .. _ .. _ … D!~/~i~NB;.OS~) …. _……… 75.9
Siding Direction
N -North
E -Ea~t
S -Somh
B -Bolh
& Length in f~et
• Uht.;:mCt: (fTJln Sul;p. BrttJ&:e
(Nor!hea,tam ReAio)
{lDuHs!o Dj~v;~:rio~n~)====I===l=======f==t
…………… . _ … DIVISION POSJ (Can.,d., DI,.) ..
~li~I:XSION HHIDGE ……….. _.
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\t·:LL..W ………. ..
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XO _ .. -…….. _ … U:-;,,:c;LD J[1. _
leN Ily Crol$lnl)
0.0 0.0
soO.2 500.4
3.4 8.3
17.5 I B 10550 ….
19.3 I
f,nWARD ……………….. 43.9
_ … ~;~~·~:~::s~1I~ ri~~g·E c~i;;&·j:::: ~:~ ii2400·~-E·490ij:: ::::::
…….. _ ……………. 1!UOHT ….. _ ….. __ …….. 59.5 ……….. ..
…….. –.. _ …. –… ~·~~i~-:~,~,y; ::=~::~……… ~:~ I ,;,~ .. 2500 .. ~·E·5500·
L S.L~:rn:; ….. _. 78.9
.. ~~!i~~·~~~L~~ .. ::~::::::::~~:.. &g:g
.. SII!I;o.:(:rJELD ……. _._…. …………. 101.9 ……………………. ..
xo =:::: …… t·Xh~II~I~TH .. ·{6i .. ji;· .. cros:.II·) .. ::::= }?t::
x ….. lJ,LI, …………………….. _ …….. R·BX 114.1
)( x; ::::: ~~ l~~i°~:;~ .. ~i;;r)··::::::::::: g~: ~ .. ………… _ …………….. ..
~m.;j)l&s _…. 12-1.1
… ….. …. ulnos …………. _ ……. _ 134.0
m·~l LORXE _. __ ._……… 140.5
IWHX~:Y …. _ …….. _…. 144.9
.. ….. ….. _…… .. ~lrlRl lH{ _._….. .._. 150.9 .
… I!llau::.TF. _ …. _……………… 153.1
.. · …. 1·· …………… 1III}(;~;ro\·s _ .. _ …….. -ISS.7 ………………. -…….. .
:~·~;··i::::::.::::·· :~.~.·i:~(1 ·ifin .. ·~··::·r~~~i;;t) .. ·:: ………. i~:~ Esi17
(CQII:intlrJ Qn nl pag,)
Rev. 7·15-76 (712)
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g 0
Siding Direction
e ~: ra~~h
,g E-E.m
u V-Wesl
~ R -Both
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~ & L~ngth in feet ~
………….. CU,RINC CROSS _ ……… _ ……… _ In.8
l.tlIXro.f …. _ .. _ ……. _ …….. _ …… _ .. 17S.2
· ·Lt..Tt·IIr.R _._ ……. _………. 182.3
· TILH{jlty …………….. _ …………….. _ 189.4
CO.IHER (LQ.1II11lIWn BrlllCb) …. _ 195.8
RlSCO:lIR _._ …. _ .. _ ….. _ ………… __ 200.8
· \,OODSLE& ………….. _ ……………… _ 204.7
.. r::sst;X (Ambustburg Runch) _ …. _ 210.3
. ….. fll.I~ONE ………………………….. _ 214.8
… PELTON (C&.O Ry Cros.slr,z) …….. _ 2L9.1
R·C&O lraln DUp.llchrr
………….. ___ HOYARD AVE. _ ……………………. _ 221.8
.. X …… x·IX~·.:::::. ~~:m~g~ ~~R~ .. ~:.:..I.~.~_.::::::::::::~ ~:~
……….. -_ .. -1
• D!.rtllr.Ct trom Detroit Thbd SI.
… X . -…. X …. ~t.:r~~J sr:·~· .. : … ~.~· … R:·\·~t .. ~·injjt
X eft BAY CitY JCT. R\{$t Uclnllt
. (lJact.lo.1 Blanch)
X X X+ ….. \EST DETROIT _ .. S Toledo Sr.
M~rt 8r.
· :l!rtITARY __ ………. ..
LOlYYO _ …………….. _ …… _._. __ ._ .. _
WI.Um 10ft. ItnuLnal Ry) …….. _
ft::-;n~ .. _._ ………. .
X X X+ …… TOWN I.I~E …. _ … _ …….. ..
…… __ . DIVISION roST PU~hlpn Dim) __
…… DEARBORN …. _ … ___ …. _. __ ._ … .
…. _ 1rKSTF.R __ …….. _ … _ … _ ………… _
……. P.LOISE …. _._ ……. _ ….. ..
X X Xit …. t~1~~~ icr: .. i·c&o .. RY-·c~·~~)·:=
IIAN~AN ROAD _ ……. __ • __ ._ .. _ …
Ot::,TO!i …. _. __ …… ~ __ ._._._ .. _
… WII.I.I)W RUN ___ … __ ………. .
… …….. …… YPi-iil,A:Tl __ ._ … _ … _._ … .
………… CF;OI)i:.S __ … _ ………. _ ..• _ ……. _ .. _ ..
.. …… ~N ,Rf …….. \E::)r A~N ARBOR ._._ … _ ………. _
. …… IIIKIIN ………………………………… ..
…. _. DEXTER …. _ …. _._ .. __ .. _ …… :.._ FOl:n
~1fL£ LAKE ___ ._. __ ….. _.
.. CHF.L.<;g. .... _. __ ._. __ .• _._ ...
.. CRASS L.-1E _._ … __ ._ …. _ …. ..
· UAI.LAI:O ………….. _._ •• _ …….. _
… _ ……………. _ fo .. JIF:F. RO.D _._ .. _ …….. _ .. _ ..
· r.AST YARD _ .. _ … _ … _._ … _ … _ …. _
X· X X-It _ …. t~g:~~~ ~g~~I:~tfX~).).~:::::
. . _ …… __ ._ \nOIlIUE _ …. _ ……….. _ ………. _
.. __ .. IAR)i. . __ ….. _______ .. _
_ .. _ .. _ ………… _ …. ALRlll:i ___ .. _._ .. ___ …… __ _
…….. _._ .. ___ •.• __ ;I.R.~HALL …: … __ … _._. __ ._ .. __
…. _ .. ___ ._ .. ___ . I.EVITTOVN .. _ .. ___ ._ .•• __ ._ ..
….. -. —_ …. _ .. REX r.~rER rD. _. __ .. _. __ ……. _.
___ ………………… nOThFORO Y,RD ……… _ .. _ …….. _.
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r.1.r.~\(OD _ …. __ ….. _ …. _._ .. __
.. …… cr 116 ……… _._. ____ .. _
……. _ …………. oo\·.:(.C …………. ___ ………….. _
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15.2 ……………. _ …… .
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19.6 ………….. _ ……. _ …….. .
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37.3 )-:;. 3118 -W 50 … .
38.8 ………………… .
~H E ,:.;:;:.;: W :>I3L …….
65.2 ….. _ ……………. _-. __ ..
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14.4 …
75.5 …………. _ …… _ …… .
79.0 _ ………….. _.-… _ .. .
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101.5 E 3950 – W 3950 …. _,
115.2 ..
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120.3 ___ ……………………. _ … _ .. .
m:~ E .. Sii50~W·4600::· ~:~–.
124.9 ……………. _ …. -..
130.2 V 5250 _
134.6 …… _ … _ …….. _ ……….. _ ..
138.5 ……… _ ………. _ … _ .. _ .. ..
139.6 ….. _ ……….. -…………. -.. .
mg E;;j5ii~W·,55ii· ~~=
143.1 14:1.4
145.5 ……… _ .•. _ .. _………. _ …
156.4 ._ …………… _.-._ ….. .
160.6 _ …… _ …. _. __ ._ …………. .
168.3 ………….. _ ….. __ . 113.1 ….
……………… ..
bridge is used by passenger trains, as well as the CN, N&W, CONRAIL
can use the crossing in an emergency provided they pay the going
rate for the use of the bridge crossing.
The main line is straight as an arrow, in fact at one time
it was called the Canada Southern Airline because of the extremely
tangent nature of this stretch of track. There is double track all
the way from WeIland to Windsor, as well as in the tunnel under the
Detroit River. The lines to Fort Erie and Niagara Falls are single
track while the bridge over the Niagara River is double tracked.
There is lots of action on CONRAIL and there are plenty of interest­
ing things to see and photograph, let us work our way from Windsor
Windsor, Ontario has an average size yard, as yards go on
the CASO, they are the receiving area for cars bound for points in
Canada and also handle transfers from the CPR and the Essex Terminal
Railway on the Canadian side. As you know freight timing is seldom
accurate but we will do our best to approximate the times of the
called trains that operate over the system. There is a DT&I transfer
14:00, besides the CONRAIL transfer called CP-1 from Detroit which
around 14:00, besides the CONRAIL transfer called CP-1 from Detroit
which arrives at Windsor at approximately 11;00.
The Windsor passenger station is located on Pelletier Street
and is at the top of the hill coming out of the Detroit River Tunnel.
Those interested in taking photographs in the area should check with
the operator located in the station as to what is expected. You will
be well received as the operator usually on duty is a rail enthusiast
and will only be too willing to help. The entrance to the yard is
off Cameron Boulevard, there are no diesel facilities to speak of
but usually there are two Geep 7 s or 9s assigned for yard duty.
While all the signs are there that Windsor once had a more substan­
tial yard the present present day yard office is located in a port­
able house trailer.
LW-1 the transfer from Detroit spends about one hour in Canada
then returns to the US. There are three such transfers each day, one
per shift. The C&O operates a westbound freight on midnight shift,
with a second un-scheduled train operating if required. Pelton Tower
is an excellent spot to see and photograph the action if youre
lucky enough to be there at the right time. It is here that the C&O
crosses CONRAIL lines and so you can catch all the action of both
railroads from one location. Another excellent photo location is
from the Essex Terminal Bridge which crosses over the CR line approx­
imately 800 feet in front of the tunnel portal. WX-2 which is order­
ed at Windsor heads east for St. Thomas around 14:05 and is usually
on its way by 14:30 as it has connections to make as we shall see
later. If you are curious enough to stroll over top of the tunnel
the rail line located there used to serve a river ferry operated
by the NYC, this line now serves two industries as the ferry operat­
ion has longsince been abandoned.
St. Thomas is our next main line stop but there are several
other points of interest along the way, the first of which is located
at Essex. Essex, Ontario provides a good location for photographs as
the old stone station is not only still standing, but is being rest­
ored as a project of the Windsor Essex Division of the Canadian Rail­
road Historical Association. The brancH line which heads off here
tfWnTrh: ilmhTthIlTn i nvered in the branch line section later on.

Our Windsor Essex Division member Mr. R.C.Ballard snapped these
SD 40-2 s at Windsor Station in July of 1977.
E, I e
Next we come to Comber, where the Leamington branch joins the
main line and there is still standing an old wooden station, a car
inspector as well as a section gang work out of this locale. Most
action at Comber takes place around 15:00 with the arrival of the
Windsor train WX-2 and the Leamington Flyer as it is called by
the locals.
The main line is dead straight from Comber to Fargo, our
next point of interest. Here the C&O crosses CONRAIL at grade, the
C&O line being that from Blenheim to Chatham and Sarnia. The Chesa­
peake and Ohio Railway leases its tracks from the Lake Erie and
Detroit River Railway Company. Conrail has an interchange track
with the C&O at this point, only structures existing are the sect­
ion house as well as the upper portion of the crossing tower which
lies in a farmers field 180 degrees from the section house to the
west. Fargo is also the location of a radio repeater station for
the CR St. Thomas West dispatcher. A short 5 minute side trip will
take you to the C&O facility at Blenheim, just down the dirt road
from Fargo.
Further on we come to Ridgetown with its newly painted stat­
ion, double track and straight as an arrow. Just e~st of Ridgetown
the C&O line comes parallel with CONRAIL with about 100 feet between
them, this paralleling exists for the next 43 miles. There appears
to be talk that the C&O would like to abandon their line and use
CONRAIL tracks from St. Thomas to Windsor. If this were accomplished
they would retain the branch from Blenheim to Sarnia. At Shedden the
C&O curves away to the East while our CONRAIL line continues on a more
northernly course until it hits the curve at St. Clair Junction.
St. Clair Junction is where the now abandoned branch line to
Courtright left the main line, if you take the trouble to follow
the old roadbed you can easily see that it too was absolutely straight
crossing miles of level but fertile farm country.
CONRAIL, LaSalette, Ontario in July 1976, Ken Gansel caught train
XH-2 making a run to Hagersville at 20:45.
CONRAIL train WX-2 passes the Essex Station which is presently
being restored by the Windsor-Essex Division of the CRHA.
An excellent spot for photographs is on the outskirts of St,
Thomas where the railway crosses the bridge over highway # 4. There
is also the C&O trestle over Kettle Creek which is impressivly long
and carries a weight restriction. St. Thomas itself is headauarters
for CONRAILs Canada Division ( part of the northern region) , the
dispatcher is located here as well as CONRAILs diesel servicing
facilities. At one time at least two steam locomotives were built
in the shops at St. Thomas, they are now only about half their orig­
ional size. Their only function today is to maintain the 16 diesel
locomotives which were built and remain in Canada for this operatiion,
three Canadian built units are now operating in the US pool somewhere.
In additi~n there is some minor car repair work carried out in CRs
St. Thomas shops but anything major is shipped out to the larger
shops in the US.
BX tower is located on Moore Street at the west end of the
yard and is the control centre for yard traffic, the switches
leading to the C&O yard west of town are also controlled from this
point. The old London and Port Stanley exists today as the CN and
crosses CONRAIL in St. Thomas at BX tower, this explains the use of
the letter symbol X for St. Thomas on freight trains. It is at
St. Thomas where the C&O trains join CONRAIL for the run to Niagara
Falls, remember the C&O has its own track from St. Thomas to Windsor.
Because of the number of grade crossings in St. Thomas the through
freights which must set off or pick up cars are no longer allowed to
do so, only crew changes are carried out in front of the station.
In past operations the local grade crossings could be blocked for
up to one hour at a time while a few cars were switched, this oper­
ation is now carried out at Hagersville, some 50 miles east of St.
Thomas. This is one of the reasons for Conrail operating trains XM-2,
MX -1 (the Montrose Turn) from St. Thomas to Hagersville and return
every night except Saturday, to pick up local and interchange cars
at Hagersville which were formerly switched at St. Thomas.
Other action in St. Thomas sees the local yard switcher going
to work at 16:00, switching the various industries in town, in
addition the CPR operates freight trains # 73 and 78 from Woodstock,
this arrives daily except Monday at 07:30 and departs St. Thomas at
08:30. CONRAILs shops are interesting to visit and permission to
do so must be obtained from Superintendents office, second floor
of the station -HQ building, or from Constable Kelly of the Rail­
way Police.
Mainline activity at St. Thomas consists primarily of trains
XW-1 and XH-2 which originate there. XW-1 departs for Windsor at
07:30 arriving at its destination around 12:30, it then returns to
St. Thomas as train WX-2 departing Windsor at 14:30 with an ETA in
St. T~omas of around 18:00. The power from WX-2 is then used on the
Montrose Turn XM-2, MX-1 usually this train pulls out of St. Thomas
20:00 arriving in Hagersville at 23:00. She then proceeds back
to St. Thomas usually arriving around 04:00 as train MX-1. In add­
ition the C&O have two freights which run in daylight, an eastbound
departing St. Thomas at 11:30 but the westbound is not as dependable,
it departs Niagara Falls around 13:00 and should be in St. Thomas
by 17:00 or 18:00 at the latest.
Ex CONRAIL station at Amherstburg, Ontario is now used as an
art shop. The picture was taken in 1977.
,~ ~
.. –
Typical snowfighting equipment used on the CONRAIL line between
Windsor and St. Thomas during January and February 1978. Photo
courtesy Mr. R.C.Ballard.
From St. Thomas heading East we enter the rich tobacco region
of Southern Ontario and such towns as Aylmer and Tillsonburg, here
the CONRAIL station has just been re-painted and given a new lease
on life. Tillsonburg is also served by the CN, CPo Continuing our
journey eastward we next stop at Waterford where we encounter a set
of 5 curves along a picturesque lake, the station is still standing
although used by the section gang.
Here we notice the old railway bridge of the Lake Erie and
Northern Railway is still standing even though the tracks are now
out of service. The LE&N (now CPR) use the TH&B tracks from Brantford
to Waterford where they use the CONRAIL cross over switches to pick
up the old LE&N right of way for the run to Simcoe. There are many good
opportunities for photos in this area, the CPR freight arrives
in late afternoon and the TH&B freight arrives from Hamilton around
midnight. Usually the TH&B has a number of cars of farm machinery
going to Hagersville to be crated for export. If it is a slow day
and one has some time to explore you could look for the old steam
era track pans. Pans were located on the mainline as well as at
the Grand River Bridge and at Charing Cross, they were once used by
such name trains as the WOLVERINE, the NIAGARA LIMITED, TRANS
ATLANTIC LIMITED and the CHICAGOEN in the days of steam.
Hagersville is the terminal of theMontrose Turn as we have
already seen, it is also an interchange point with the CN. Most area
switching takes place around 23:00 hours, much of it involves Liv­
ingston Industries which is located on an un-used air base about four
miles west of town. This company specializes in the crating of large
machinery for export, much of that comes in the form of Massey Fer­
gusom farm machinery which is made in Brantford and arrives via the
TH&B Ry. and their Waterford interchange. The station in Hagersville
is still standing and is located at the CN diamond crossing, right
in the center of the action.
The next photo spot working east on the line is the Grand
River Bridge at mileage 46.4, here you get both on 5 curve and
shots of the trains on the bridge, two for the price of one. There
is also the CN -N&W bridge over the same river, this is located
just to the south of the CONRAIL crossing. If you are looking for
the Grand River Bridge, simply go to Cayuga on hyway #3, cross the
highway bridge and take the right turn north on the dirt road.
Canfield Junction is one spot favoured by most rail enthus­
iasts from the Toronto and Buffalo areas, this location is about one
hours drive from each. While this location is not known for its
photogenics there is plenty of action. Here the Conrail and CN-
N&W mainlines are separated by about 30 feet, in addition the CNs
Dunville Sub-division (Hamilton to Dunville) crosses over both on
diamond crossings, in other words you get three for the price of
one. The morning (06:00 to 12:00) is the best time to be there as
the N&W trains (eastbound and westbound) usually meet at Canfield
J~n~tion o~ Cayuga. Other action usually sees the CONRAIL freight
TV-16 arr~v~ng by 07:00 as well as the C&O westbound if it is early.
Canfield Junction can be reached by taking Junction Road from the
east side of Canfield off hyway # 3.
Locomotive 6600 heads up a train consisting of 64 loaded and 12
empties to New York. Total weight of train 5900 tons, the date
January 11, 1978. Photo courtesy Mr. R.C.Ballard.
This C&O freight was pictured westbound on the Fort Erie branch
in August 1977.
CONRAIL, Waterford, Ontario and C&O train #42 (bridge turn) from
St. Thomas to Niagara Falls N.Y. then on to Buffalo passes the
old ex-NYC station. The date was December 12, 1978.
The next point of interest is the former E&O Tower location
near Attercliffe Station. It was named the E&O as the origional
line crossing here was the Erie and Ontario, today the line is part
of the Toronto Hamilton and Buffalo Ry. The TH&B freight from Smith­
ville to Port Maitland passes through usually between 13:00 to 14:00
on its way south, then returns north usually around 18:00. The tower
was in operation up until 1973 when the crossing was converted to
automatic interlocking, during the last two years the tower itself
has been removed. This is an open area and a fine shot of the TH&B
can be had as well as any shots of the CONRAIL trains that you might
be fortunate enough to capture.
WeIland yard is located out of town across from the WeIland
Airport on Wainefleet Road, the TH&B line from Hamilton terminates
here in the yard. The TH&B -CPR railliner (ROC) train from Toronto
to Buffalo via Fort Erie stops at WeIland Station. In December 1972
the new WeIland Rail/Highway Tunnel was open for rail traffic (Town­
line Tunnel), there are three tracks located within the tunnel. Track
1 on the north side is used by CONRAIL, the center track (#2) is
used jointly by CR & CN, while the south track (#3) is used by CN
only. Both the CN and CR dispatchers can control anyone of the
three tracks. The CR swing bridge over the old Wella nd Canal is still
in use as access to several industries located in the city of WeIland,
these are served by the WeIland yard switcher.
At Brookfield which is the control point east of the WeIland
Tunnel the line splits for Niagara Falls to the northeast and Fort
Erie to the southeast. All CONRAIL freights operate to Montrose
Yard at Niagara Falls, Ontario while the C&O operates over both
branches with one train daily each to Fort Erie and Niagara Falls.
The line toNiagar-a Falls is the main with double track all the way from
Montrose Yard, over the bridge into the US and single track
with CTC from Montrose to the WeIland Tunnel. Montrose Yard isan
active place with the TOFC facility as well as the switcher which
switches the Chippawa Industrial branch. This branch used to go
all the way to Fort Erie at one time and in addition had a branch
to Niagara-on-the-Lake to the North.
The Montrose yard office is still painted in a mixture of
jade green (NYC) and Michigan Central grey-green paint, parked in
front of the yard office are two TH&B vans which serve as a bunk
house for TH&B crews operating from Hamilton to Buffalo. There is
a direct freight from Toronto to Buffalo via Hamilton, WeIland and
Montrose, it is numbered TF-2 and departs CPs Toronto Yard at 22:00
arriving in WeIland at 05:00 and Montrose around 06:00. It returns
to Tbronto as train FT-1, departing Montrose Yard at 22:00, arriving
back in Toronto at 06:00. These TH&B trains operate into Frontier
Yard in Buffalo, usually they have a mix of TH&B and CR power on the
There are on occasion some C&O units here at Montrose Yard
used as extra power for C&O freights, in addition some 5 GP-7 s or
GP-9 s assigned as the yard switcher or Chippawa branch. The WeIland
turn MW-1 departs Montrose at 13:30 daily except Saturday, it retur­
ns from WeIland as WM-2 arriving in Montrose at approximately 18:30.
As can be expected the best spot for photographs in the area can
be had from the base of the Skylon Tower, this spot is known on the
railway as Falls View, and with good reason~
These two recent photos of the Essex Station were kindly furnished
on short notice by our Windsor-Essex Director, Mr. Dave Pinnington.
The CRHA maintains this classic, turn of the century stone structure
and hopes that at some future time it will be able to acquire the
title to the station to ensure its preservation.
Next month, part 11, the branch lines and the st. Lawrence
aDd Adirondak division of CONRAIL IN CANADA.
In the good old spring time
North is North and South is South
S. S. Worthen
The first of these articles was a book review and so is
this one. In the interval between the two articles, a few more
books have appeared and they, too, deserve some comment.
In the summer of Seventy Eight, Clark Irwin of Toronto,
Canada, published Heather Menzies The Railroad Is Not Enough,
which argued for some 318 pages, more or less, that theres no
such thing as Canada -by her analysis, that is. The book might
be said -tb be t~e product of a normal nine-month gestation period,
for that was how long Ms. Menzies spent travelling and inter­
viewing people (Canadians?) before writing the book. Hockey,
Ms. Menzies thinks, may sometimes unite Canada. Railwoads,
apparently, do not. That is hardly remarkable, since 1978 is
not 1885. Moreover, the appellation railroad is generally
reserved to the United States, while railway was the English –
and hence the early and middle Canadian -description. This
hiatus may explain in part the paradox described by Ms. Menzies.
This is no book for railway -or railroad -enthusiasts.
There are a great many people looking for Canada, these days.
In the crowd is Ms. Menzies.
Locomotive historians in the United Kingdom and overseas
were most gratified with the appearance of John H. Courts book
North British Steam Locomotives, built 1857-1956 for railways
overseas, which appeared in the summer of 1978. Largely half
or full-page illustrations with a smattering of explanatory
text, this book portrays steam locomotives built by the con­
stituent companies of the North British Locomotive Company
Limited of 1903.
As locomotive historians could have predicted, there are
pictures of steam engines exported to Canada in the list. We
have a prim 4-4-0 built in 1868 by Neilson & Company of Glasgow,
Scotland, for the Grand Trunk (five feet six inches) Railway
Company of Canada. On the same page, an ornate 4-4-0 of the
Inter Colonial (sic) Railway of 1870 from Henry DUbs & Companys
south-side-of-Clyde works at Glasqow.
In 1881, D~bs & Company built 30 4-4-0 engines (and
tenders) for the Canadian Pacific Railway Company, to a design
described by Court as typically American. Judging by the
photo, these machines tip-toed across the country with an
Emmett-like delicacy:
And, finally, an
4-4-0 built in 1881 by
for the St. John (sic)
built for a railway in
companies or NBL -or
elegant portrait of the one and only
Sharp, Stewart & Company of Manchester
& Maine Railway Company, the only one
the U.S.A. by any of the constituent
so says Mr. Court.
Canadian railway historians will remember that the Saint
John and Main Railway Company was incorporated in Canada in 1878
to be the extension of the European and North American Railway
Company from Saint John, New Brunswick, westward to the Inter­
national Boundary near present-day St. Croix, New Brunswick.
The Saint John & Maine was leased to the New Brunswick Railway
Company for 997 years in 1883 and the NBR was itself leased to
the Canadian Pacific Railway Company for 999 years in 1890.
Warren Anderson, senior, distinguished member of the Association,
provided this information and noted, The Saint John and Maine
Railway thus became the eastern link in the Canadian Pacific
Railways transcontinental line from the Atlantic to the Pacific
In a then-and-now vignette, Warren also sent the following
information about Howard D. McLeod, who became the Superintendent
of the Saint John and Maine Railway. Howard was appointed
station agent at Sussex, New Brunswick, for the European and
North American Railway in 1859, when he was 20 yeors old, ~t a
salary of 10 shillings per day or about $500 per annum. He was
transferred to the Commissioners Office, Saint John as a clerk,
when William Forster resigned. The salary was the some, $500
per annum. Howard was 21.
He was promoted to accountant in 1864 and his salary rose
to $600.
Howard was born in Studholm -today Millstream, New
Brunswick -on 29 July 1838; his parents were Mr. ond Mrs.
Melborne McLeod. He retired in 1907 and died in California
in the early summer of 1914, leaving three sons and one
daughter, Lida, who married the Reverend George Young and
died at the great age of 95 on 19 July 1967.
Passes on the European and North American Railway (Con­
solidated) of July 1874 and March 1875 were countersigned by H . D. M
cL eo d • Ale t t e r to a Mr. Jam e s Do m v i 11 e , d ate d 21 J un e
1875, is signed by H.D. McLeod, Assistant Superintendent.
A Rule Book of the Saint John and Maine Railway, dated
October 1879, has Mr. McLeods name at the back and his title:
The first edition of A History of Railroad Accidents,
Safety Precautions and Operating Practices by Robert B. Shaw
appeared in 1961 under the title Down Brakes, obviously an
English publication and in fact published by P.R. Macmillan
Limited of London and Geneva.
154 R A I L
In the preface to the present (second) edition, the author
explains that the original publisher went bankrupt before the
contract was completed and, while the total number of copies sold
is unknown, it is believed to have been less than 2000.
The original text and that of the current edition was and
is admirable. The author is to be congratulated for having
avoided crass sensationalism, which altogether too often permeates
railway accident reports. In addition, Mr. Shaw has carefully
ordered the events before, during and after the accidents he
selects for study so that the reader is at one and the same time
entertained and instructed. And that is a difficult and
remarkable accomplishment.
In the aforementioned preface, Mr. Shaw justifies the
omission of photographs from the current edition. While this
omission may be justified for reasons of cost, the argument
that reproduction in such d small dimension would be useless is
nuite futile. In addition, dependence for illustrations on
Robert C. Reeds Train Wrecks is a very great misapprehension,
to say the least. The illustrations in Shaws original edition
are infinitely preferable.
But illustrations or no, Robert Shaws excellent book on
railway accidents should be on the book-shelf of every enthusiast.
In most cases, railway accidents involve personalities and cir­
cumstances worthy of very serious consideration, with the solemn
obligation to learn from these regrettable events.
About 1907, Herbert William Garratt of Manchester, England,
conceived the idea of building two steam engine units, with a
girder framing slung between them to carry the boiler and cab.
The engine units were usually arranged so that the leading unit
carried 0 water tank, while the rear unit carried the coal
bunker and an auxiliary water tank.
During the 1920s and 30s, the Garratt type of articulated
locomotive was built for railways world-wide, some for the
Stephenson gauge, but the ma jority for the 42-inch gauge, or
smaller. Three, uniaue units were commissioned by the Ministry
of Railways of New Zealand for the New Zealand Railways in
January 1928. That date was well along in the history of the
Garratt locomotive and one would have thought that their
introduction and use on the NZRs would have been relatively
free from difficulty. Such was by no means the case.
The NZR Garrat Story by E.J. McClare, published by the
New Zealand Railway and Locomotive Society, Inc., of Wellington,
New Zealand, at one and the same time provides an understanding
of the difficulties of operation in North Island and explains
why the Garratt locomotives failed to succeed in the work for
which they had been designed. In this reviewers opinion, it is
remarkable that they worked at all, in view of the track gauge
and the terribly difficult main line to which they had been
Mr. McClare has written a most interesting account of the
trials and tribulations of running-in and everyday use for these
G-class 4-6-2 -2-6-4 engines, Numbers 98 through 100. Imagine
having to haul 390 tons up a 2.5% gradient on 42-inch gauge
track from a dead stand, after repairing a broken brake hose:
built 1857-1956 for rai1ways ovetseas
In fact, existing drawgear was nat strang enough to with­
stand the powerful tractive ~ffort of these enormous locomotives.
Then, there was the problem of stoking the huge boilers of these
engines with a Duplex mechanical stoker which forced coal into
the firebox at an alarming rate.
They were magnificent machines indeed, but their life­
span was very considerably shorter than other Garratts working
on narrow-gauge railways in southern Africa. Every effort was made
to achieve at least passable operation by various modifi­
cations, but before the advent of World War II, the Garratts
had disappeared from New Zealand Railways.
Mr. McClare is to be congratulated both for his selection
of subject and his treatment of it. He is just as fortunate in
his choice of publisher. One can depend on the New Zealand
Railway and Locomotive Society to publish at least one excellent
book per annum for railway enthusiasts in New Zealand and
over sea s.
For the urban and interurban transportation enthusiasts,
there were two books published in mid-1978, one of which was a
history of the St. Louis Car Company of St. Louis, Missouri, USA.
More needs to be said about this history and the illustrated
story of the Chicago Surface Lines which also appeared last
summer. But right now and as a sort of tail-piece to this
review, mention must be made of Mr. George Behrends encyclo­
pedic work: Histoire des Trains de luxe.
You are wondering, no doubt, what is so remarkable about
this book. Well, it has 208 pages, 30 colour illustrations,
130 in black-and-white and 40 plans and designs. It is in the
French language (although the author is English), and may also
be obtained shortly in German and Dutch. It describes the
origins and development of the great European luxury trains
and the men -Pullman and Nagelmackers -who created the
companies which popularized this mode of travel. But, let it
be clearly understood, this work considers European luxury
trains only. One might possibly include Asian luxury trains,
but there is no Twentieth Century Limited or Super Chief.
And now, the final, remarkable thing about Mr. Behrends
book. The reader is presumably seated, The book is published
by lOffice du Livre, Fribourg, Switzerland. We all know, or
should know, that the Swiss Franc is worth something about 75¢.
A company called Diffusion Liaisons Inc., of Verdun, Quebec, who
are agents for lOffice du Livre, are willing to send you a coPy
of Mr. Behrends book for the sum of $83.00 Canadian, plus 75¢
for charges. Their proforma invoice reads As small accounts
involve expenses, we are asking you to send us your cheque or
money order and we shall forward you the book by return mail.
Friends, youre welcome:
THE RAILROAD IS NOT ENOUGH Menzies, Heather 318 pp.
Clark, Irwin & Company Limited, Toronto, Canada 1978
$11. 95
railways overseas Court, John H. 112 pp.
D. Bradford Barton Limited, St. Aubyns Rd., Truro TRI 2DU
Cornwall, England UK price £4.25 fob Truro 1978
OPERATING PRACTICES Shaw, Robert B. 473 pp.
Northern Press, 18 Cedar Street, Potsdam, NY, USA 13676
US $14.50 1978
DES TRAINS DE LUXE Behrend, George 208 pp.
Office du Livre, 1701 Fribourg, Suisse (F.S. 98)
Diffusion Liaisons Inc., 526 -4e Avenue, Verdun, Montreal,
Canada H4G 2Y2 $83.75 Canadian postpaid
Jhe · ..-.~ ..
Dusiness car

. —<-:--:.:;:
Gord Toylor cought this C&O line up at the CP Rail yard at Landon,
Ontario on November 30, 1978. Gord reparts that CP crews operate
the local service and a CP van is evident on the rear of all trains,
in addition CP power is often lashed in along with the C&O units
when the going gets rough. This all takes place on the Windsor­
Toronto run of C&O trains over CP Rail trackage.
Company at New Westministei delighted the enthusiast with a pair
of USRA 0-6-0 s built during World War 11 . Initially used by the
Unites States Army at Fort Lewis, Washington south of Tacoma, No 4012
(Alco 1942) and No. 4076 (Lima 1944) were later sold to the New West­
minister firm which finally retired them in 1963 in favor of a pushmobile.
Both engines were then acquired by a Victoria Doctor and moved to private
storage in the Nanaimo area. In late 1967, No. 4076, journeyed to CPs
Ogden shops for a major shopping ~rior to entering service as Canadian
Pacific 6269 at Calgarys Heritage Park. 4012 in recent times has been in
storage at Victoria, first in a shed adjacent to the CNR, and recently
in the Esquimalt and Nanaimo roundhouse. She will in the near future
join sister 4076 at Calgary presumably after some mechanical work and
cosmetology. John Hoffmeister snapped 4012 in August 1961 within the Ter­
minal property. PCT had operated 3 other locos previously, a Montreal
0-6-0T, a two truck shay and a two truck Heisler, all long since scrapped.
John Hoffmeister
be the same with the loss of its long-time conductor,
Charlie Brierley. Charlie, aged 76,died January 21st.
He joined the D & H in 1920 and had been employed continuously
as a trainman and conductor up until the time of his death.
In 1976, in honor of his long service, one of the D & H coaches
in the Adirondack was renamed the C.J. Brierley.
(0 & H Newsletter)
freeda~ fro. I.C.C. ecao~ic regulation if it
is to achieve its congressionolly_~ondoted goal of
fino~cial self-sufficiency. The Federal Railroad
Ad~iistration and the U,S. Railway Assn. are working toge
ther on a study that will propose alternatives to
Conrail these could include chopping major chunks off
Conrails route IIIOp, or subsidizing those portions of its
$yste~ that seem to be perpetual losers.
Can coil is to submit to the USRA a five_year bu
siness plan based on the lowest traffic forecasts Conrail
has ever ~od~. Thoughts of a new Conrail co~e at a ti~e
when it is ol~o~t certain that the e~isting railroad has
no chance of improving its desperate financial condition
without either a structural or regulatory change. Despite p
ouring 51.7 billion into its roil plant, Conrail has not
improved its service as ~uch os federal planners hod hoped,
and costs have not dropped, as also hoped.
inesa Week)
the Corter Adlllinistration s proposal to limit the pa
ssenger roil systems right to offer ticket
discounts for its services. Transportation Secretory
Brock Adams criticized such fore reduction. since the govern­
ment is paying two-thirds of the coat of carrying the ave loge pa
after 50 yeora engaged in an industry that once was
thought to be stagnant, if not dying, is a remarkably he
althy organization. In recognition of the Co~panys post
and to draw attention to its future, plans ole being =-ode to
~ark the Golden Anniversary of the COMpany in several ways.
The golden coach 18001 will be used to display railway histori­
cal ite~s and show railway fil~a at fairs and public gatherings
throughout the territory served by the railway. In addition,
a refurbished sectian handcar will be mounted on a trailer and
mode available for parades and exhibits. It is proposed also
to nome each of the loco~otive. in tho NAR fleet after north
country hi.torical figures, towns and rivers. Eoch unit in e
ach nu~ber series will corry a na~e of significance to northern
Alberto and B.C., in the so~e manner that sleeping cars were d
esignated in years post.
(NAR Headlight, via The Marker)
for the afternoon pool train, NUlllber 15 of Canadian Notional
Railways. to co,e to a halt and. as it did so, Philip took the pic-
ture of unit Number 6704 which wa. on the point. ~
. 11

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