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The Buffalo & Lake Huron Railway

Location: One of the earliest railways in the Province, the Buffalo & Lake Huron Railway was constructed between the communities of Fort Erie, at the base of the Niagara River on Lake Erie, through Brantford and Stratford to Goderich, on the shores of Lake Huron.

History: In the early 1850's, a group of citizens from the Brantford, Buffalo and Goderich areas began investigating the possibilities of constructing a railway. The reasons for each community were straight forward. Buffalo was looking to expand its local trade area and influence, protect its water based transport route via the Erie Canal to New York City, and an improved trade route to regions on Lake Huron and points west (grain traffic from Chicago). Brantford, having been bypassed by the Great Western Railway, was as well hoping to broaden avenues of trade, market and influence. Meanwhile, Goderich, the administrative centre for the Canada Land Company with significant land holdings and harbour rights, was looking to for an improved use of its acquired lands. This all led to the incorporation of the Buffalo & Brantford Joint Stock Railroad Company in 1851, a name that was changed to the Buffalo, Brantford & Goderich Railway Company in 1852. Funding was found from the communities participating and by 1856, the company had completed 83 miles (134 km) of track between Fort Erie and Paris. Service was inaugurated shortly thereafter.

By mid 1856, train service was halted given the dangerous condition of the track bed, embankments and bridges, and the company had used up all available funding. At this point, President John Galt (brother of Alexander T. Galt) made attempts to sell the company to the Great Western Railway, an effort that proved unsuccessful. Entirely bankrupted, the company was reorganized in 1856 as the Buffalo & Lake Huron Railway Company (B&LHR) to take over assets of the previous company, fuelled primarily by an influx of money received from investors in London and Liverpool. Construction and railway service recommenced and by September 1857, the line was well advanced between Paris and Goderich. The next objective pursued by the company was to construct a bridge over the Niagara River from Fort Erie to Buffalo. Authority for such was granted in 1857 while, at the same time, the company began construction of temporary steam ferry facilities on the Niagara.

Company revenues, however, remained slim and the company was once again forced to suspend operations in March 1858. As well, in that sufficient harbour facilities did not exist at Goderich, would be traffic was diverted to Sarnia and the Great Western. By 1859, the railway had been completed to Goderich, however, at great cost. In order to recoup their investment, both the Great Western and the Grand Trunk were approached about a purchase agreement. Negotiations ultimately resulted in the railway making arrangements with the Grand Trunk to permit joint operations of passenger and freight traffic between Detroit and Buffalo via Stratford, to compete with Great Western Suspension Bridge at Niagara Falls. By May 1864, the company's financial problems continued to exist, forcing the railway to draw up closer arrangements with the Grand Trunk by pooling receipts over the next 17 year period covering revenues from each respective system. The Grand Trunk, regretting it made the contract for pooling receipts, then became embroiled in a dispute with B&LHR management, being accused of starving the line of cash and proper maintenance. In 1869, however, Grand Trunk placed greater control on the company by initiating measures to correct problems that, in its view, had existed with the lease. The end finally came for the B&LHR when the line was purchased and absorbed by the Grand Trunk in February 1870. The bridge across the Niagara River was completed by the International Bridge Company in 1873.

Approximate Mileage: 161 miles.

Current Status: Under Canadian National management, the line formed part of the Stamford, Dunnville, Dundas, Drumbo, Hagersville and Goderich Subdivisions. Segments of the original B&LHR route were abandoned in the following fashion: A small segment of track near Fort Erie in 1873 to allow for improved alignment with the new bridge, Tavistock to Brantford 1981, Caledonia to Fort Erie 1985, Stratford to Tavistock 1987. In 1990, Railtex Limited of Texas incorporated the Goderich-Exeter Railway Company in order to purchase various tracks in the area, including the former route of the B&LHR between Stratford and Goderich, for a short line railway. This component of the company operates as the Goderich Subdivision. What remains in active CNR service is as follows: Brantford to Caledonia as part of the Hagersville Sub, and from Paris to Brantford as part of the Dundas Sub. In addition, small segments of track remain active on either side of Port Colborne as industrial spurs.

Principle Stations: Fort Erie, Port Colborne, Dunnville, Caledonia, Brantford, Paris, Stratford, Mitchell, Seaforth, Clinton and Goderich.

Remaining Stations: There are eight stations remaining from the B&LHR. They are as follows:
1. Ridgeway: Moved to Fort Erie Railway museum on Central Ave. as a display building.
2. Port Colborne: In original location at 265 King Street, remains in railway use.
3. Wainfleet: Moved as a summer residence to property at 20L62 Augustine Rd.
4. Caledonia: In original location on Argyle Street, currently under restoration by private group.
5. Tavistock: Moved to property at 20 Jacob Street West as a residence.
6. Mitchell: Dismantled and removed to unconfirmed property in town as a residence.
7. Clinton: Dismantled and removed to 196 Dunlop St. as a residence.
8. Goderich: In original location at East Street, remains in railway use.

Last Updated: June 25, 2003

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