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The Toronto, Hamilton & Buffalo Railway
Location: The Toronto, Hamilton & Buffalo Railway is located in southeastern Ontario in the Niagara Peninsula, radiating out from the city of Hamilton to connect the communities of Toronto (through trackage rights), Hamilton, Waterford, Port Maitland, and Fort Erie.
History: The Toronto, Hamilton & Buffalo Railway (TH&B) was first conceived in March 1884 to construct a rail line from Toronto through Hamilton to the International border at Fort Erie across from Buffalo, New York. The intention was to create the most direct route between the above Canadian cities and American markets for both industries and passengers in the Golden Horseshoe area. As with many early railway lines, however, funding in the initial stages could not be found to implement the project. In 1889, company officials became interested in an operating line known as the Brantford, Waterloo & Lake Erie Railway (BW&LER). Incorporated in 1885 to connect Brantford with a point on the Canada Southern Railway (Waterford) and then on to Lake Erie, construction began soon after with the line open for traffic in 1889 between Brantford and Waterford. From there, the company experienced financial difficulties and fell into receivership in 1891. It was at this point that the management of the TH&B stepped in, figuring that the combined resources of the two railways would be better then an independent situation. Accordingly, the two companies were amalgamated as one in December 1892. At the same time, powers were given to construct a branch from Hamilton to Brantford in order to allow for a future connection between the two properties.
In 1893, the stock of the TH&B was purchased by the following major railway companies who planned to operate the line as an extension of their own, including the sharing of equipment and personal: New York Central Railway (37%), Canadian Pacific Railway (27 %), Michigan Central Railway (18%), and the Canada Southern Railway (18%). All but the CPR were controlled by Vanderbilt interests, an American railway tycoon, thus giving that entity control of 73% of the company. With the necessary capital now in place, construction began on the link between Hamilton and Brantford which was opened in May 1895, thus allowing for a through line from Lake Ontario to the Canada Southern at Waterford. At the same time, construction was proceeding on the mainline from Hamilton to Welland Junction where a connection was made with the Canada Southern for operations into Fort Erie. Yard facilities were built at this location (Coyle), with all works being prepared for opening in December 1895. The last piece of the puzzle was completed in May 1896 when the Canadian Pacific was granted running rights by the Grand Trunk Railway over tracks extending between Toronto and Hamilton, thus avoiding construction into that city. This necessitated the building of a 1.5 mile link between the two at Hamilton Junction (Bayview Junction) in order to allow CPR/TH&B trains to pass directly through.
Over the next several years, the TH&B was able to expand its realm of influence by constructing branch lines or obtaining running rights over neighbouring lines. The first move was made in June 1897 when the TH&B was granted running rights for freight trains only over the electric Hamilton & Dundas Railway into Dundas (these same tracks were later purchased outright by the railway in 1923 as an industrial spur when the interurban ceased operations). This move was followed followed in 1900 by the construction of the Belt Line loop from the Kinnear yards into Hamilton's growing industrial area along the Lake Ontario waterfront. Additional industrial spurs, known as the Short Belt Line and the Grasselli Branch, were developed by the company in 1911. The year before, TH&B officials were approached by representatives from the community of Dunnville about extending a branch south from Smithville in order to challenge the rates of the resident GTR. The event was viewed upon favourably by the TH&B, resulting in the incorporation of the Erie & Ontario Railway in March 1914. The plan was to construct a line south from Smithville through Dunnville to the shores of Lake Erie at Port Maitland. Here, the railway proposed to operate a bulk shipping line across the waters to American ports. The route was completed to Dunnville by the end of 1914 and open to Port Maitland in October 1916. A year later, the TH&B was given permission to form the Toronto, Hamilton & Buffalo Navigation Company for the operation of coal vessels across Lake Erie to Ashtabula, Ohio, a company that operated until 1932. The final move in railway expansion took place in 1926 when, after a long fight, the TH&B was granted running rights over the Canadian National Railway (former Welland Railway) into Port Colborne to serve the industries there.
For a number of years, as the traffic on the railway grew, a constant battle continued to take place between the TH&B and Hamilton Council members over the blocking of streets by long trains in the city. The issue was finally resolved in 1930 when an agreement was reached between the two parties for the construction of a grade separation. The massive project was completed in 1933, an event that included the construction of a new station and corporate offices. Within those corporate offices over the years, several changes have taken place in ownership as the various rail lines involved in ownership of the TH&B either were bought out and merged or simply went bankrupt. In this vain, the Michigan Central disappeared early into the New York Central, a company itself that later merged with the Penn Central Railway. The bankruptcy of this company resulted in Conrail which drew into its realm the Canada Southern. In accordance with an American Federal Court directive, Conrail was ordered to divest of certain assets, including its interest in the TH&B. Accordingly, as of April 1977, what remained under Conrail control was sold to the Canadian Pacific Railway, giving that company full ownership of the line. Effective January 1987, the TH&B was integrated into the CPR system, disappearing as an independent company.
Approximate Milage: From Hamilton through Brantford to Waterford is 43 miles, from Hamilton to Coyle is 46 miles, from Hamilton to Toronto (CNR Oakville Sub tracks) is 37 miles, and from Smithville to 19 miles for a total system milage of 145 miles.
Current Status: The former TH&B is now operated by the St. Lawrence & Hudson Railway, a subsidiary of the CPR. The tracks from Hamilton to Waterford were abandoned in May 1989 due to unstable ground at Cainsville. From Hamilton Junction to Welland, the line is known as the Hamilton Subdivision while the tracks into Fort Erie are known as the Fort Erie Sub. The branch from Smithville to Port Maitland operates as the Dunnville Sub.
Remaining Stations:
There are a total of 12 stations remaining from the TH&B. They are as follows:
1. Hamilton: In original location at 36 Hughson Street, GO transit bus and rail terminal.
2. Aberdeen Yard: In original location at 20 Studholme Rd, remains in railway use.
3. Jerseyville: Moved to Westfield Heritage Centre off Highway No. 8 as a display building.
4. Brantford: In original location at Market and Erie Streets, currently a restaurant.
5. Mount Pleasant: Moved to property in Mount Pleasant (road same name) as a storage building.
6. Vinemount: Moved as a private residence, location unknown.
7. Grassie: Moved as a private residence, location unknown.
8. Smithville: In original location on Station Street, in use as a community building.
9. Dunnville: In original location at Broad Street as a car dealership.
10. Port Maitland: In original location on Feeder Road, currently vacant.
11. St. Anns: Moved to property at 2353 Regional Road 569 as a private residence.
12. Silverdale: Moved to property at 1023 Highway No. 20 as a private residence.
Additional information on the Toronto, Hamilton & Buffalo Railway can be obtained from the following sites:
Last Updated: December 02, 2000
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