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This is the text of selected sections and some of the reviews in ../books.htm.
[Description
in
Boston Mills Summer 2001 Catalog:
"The fast train from New York to Chicago ran through
Ontario. Great old photographs and history of the Michigan
Central, New York Central, and Canada Southern."
"150 B&W photos"]
[Ad
in
Canadian Railway Modeller
train 11 track 1 September 2001 page 17:
"NEW YORK CENTRAL's CANADIAN STREAMLINERS:
A History of the New York-Detroit-Chicago Passenger Trains
No line had faster or more frequent trains than the Canada
Southern across southern Ontario. Follow the development
of this corridor from wood-burning 4-4-0s and wooden Wagner
sleeping cars to Hudsons pulling heavyweight Pullmans to
E-8s pulling streamliners. Detailed text and many b&w and
colour photos in 72 page softcover book.
$15.95 US plus $2.50 S&H" ...]
[Ad
in
Canadian Railway Modeller
train 11 track 4 March 2002 page 5:
"looks at the US-owned lines in Southern Ontario between
Niagara Falls and Windsor. The NYC, C&O and the Wabash
used this shortcut from Buffalo to Detroit. $15.00"]
[Review
by Jim Martin in
Canadian Railway Modeller
train 11 track 1 September 2001 page 17:
"As the author explains in his introduction, this book is
a primer on the three major American rail routes through
southern Ontario. He plans to cover each indiviually in
separate volumes to follow. In choosing this subject,
Kevin has tapped into a rich vein. Three groupings of U.S.
railroads used Souther Ontario as a shortcut between the
rich industrial areas of New York and Michigan: The New
York Central and its successors; the Wabash, and later
Norfolk & Western and Norfolk Southern; and Pere Marquette,
which later merged into Chesapeake & Ohio, which became the
Chessie System, and then, finally, CSX lines. As a result,
southern Ontario was the only place in Canada to witness
the New York Central's beefy Mikes, legendary Hudsons and
zebra-striped diesels; Wabash's Moguls; and the classic
lines of a USRA 2-8-2 flying the Pere Marquette banner.
The three lines crossed into the Niagara Peninsula at
either Niagara Falls or Fort Erie, running more-or-less
parallel through St. Thomas to Windsor or Sarnia, and then
back into the U.S. Under this strategy, Canada was not a
destination, merely part of the journey. The book's photos
are too varied to describe in detail, but they illustrate
the mix of American equipment that could be found north of
Lake Erie in the heyday of the "fallen flags". From the
cover with NYC's zebra-striped E7's resting beside TH&B's
fabled gas electric, to the international mix of modern
power on the back cover, the reader is transported over
considerable time and distance: Windsor, Waterford and
Welland; St. Thomas and Fort Erie; classic 2-8-2's of the
NYC, Wabash and Pere Marquette; Conrail geeps; NYC
electrics; Wabash and Norfolk and Western F units. We're
taken trackside, dockside and into shops and engine houses.
There's lots of variety here; Canadian modellers trying to
justify running some classic American equipment will want
to check out this title. We're looking forward to the rest
of this series."]
[Caption:
"New York Century System [logo]
Road to the Future
These verses by Lucius Beebe and the portrait of
The Century
by Howard Fogg (courtesy of
W. H. Minor Company)
are published by
THE PITTSBURGH AND LAKE ERIE RAILROAD COMPANY
to mark the Sixtieth Anniversary, on June 15, 1962,
of The Greatest Train in the World."]
[Review
in "Of Books & Trains"
by George H. Drury
in
Trains
September 1990 page 84:
"an all-color look at the New York Central from 1944 to
1964. The emphasis, as is obvious from the title, is on
NYC's diesels, grey and black with grey-abd-white Z-shaped
stripes, about as dignified a diesel livery as you could
find. Moreover, NYC owned a wide variety of diesels.
Steam and visiting diesels add diversity to the book.
Like the author's earlier New England Rails, this
book takes a geographic approach, covering the New York
Central System from Boston to St. Louis and Chicago. The
color reproduction is good, and the book has a brief
description of NYC's dieselization and a roster of the
first-generation units."]
[Morning Sun Books
ad
in
Trains
January 1988 page 62:
"Almost 600 scenic & roster photos of all significant
Diesel & Electric Locomotive Classes, including a color
photo section. 16 State, Canada & D.C. Coverage. New All
Time Roster PRR, NYC, NH locomotives at work before
repainting.
The very best Penn Central photos from R.J. Yanosey,
Robert Malinosji, Herbert H. Harwood, Martin Zak,
William J. Brennan, J.W. Swanberg, D.T. Walker, & many
others."]
[Review
in
"Of Books & Trains"
by George H. Drury
in
Trains
April 1988 pages 58-59:
"a complete rundown on the diesel and electric locomotives
of Penn Central. Remember Penn Central? It was created
February 1, 1968, by the merger of the Pennsylvania and the
New York Central; it took in the bankrupt New Haven at the
end of 1968; it became the nation's largest bankruptcy in
1970; and became part of Conrail on April 1, 1976. In
spite of its size and dominance, up till now the
short-lived PC has received about as much attention from
railroad enthusiasts as the Kansas, Oklahoma & Gulf. PC's
three predecessors had strong personalities (if railroads
can have personalities) and fiercely partisan followers;
PC's image was least-common-denominator black, and its
practices inspired satire, not admiration.
Although Penn Central wasn't the largest railroad in North
America, it had the largest and most diverse locomotive
fleet. Yanosey has documented it well, model by model and
with an all-time PC roster. The book is well illustrated
with black-and-white photos, plus a block of 12 pages of
color photos in the middle of the book."]
[Review
by Jim Martin
in
Canadian Railway Modeller
train 11 track 1 September 2001 page 17.]
["concentrates on the motive power used in the post-war,
steam-diesel 'glory days'. ... The last half of the book
depicts the line's four diesel classes, various cabooses,
cranes, smowploughs and its home-made steam generator car
... 1951 Chrysler (Mopar), which was converted to a rail
inspection car, and the car ferry Maitland"]
[Ad
in
Canadian Railway Modeller
train 12 track 1 October/November 2002 page 35:
"follows up on his first work on the U.S. lines between
Buffalo and Detroit and deals with one of the US's
best-known railroad's system in Canada."]
[Review
by Jim Martin
in
Canadian Railway Modeller
train 12 track 1 October / November 2002 page 17:
"This is the author's second in a planned series of four
books dealing with the operations of three major U.S. rail
systems through southwestern Ontario.
Volume One
(
reviewed
in Train 11 - Track 1) was a primer for the three books
to follow. Volumes Three and Four will look at the
Michigan Central and The Wabash, along with their
successors.
Let's look at Volume Two. Was there ever a more musical
name for a railroad than Pere Marquette? Was there ever
another railroad named after a priest? The PM took its
name from a Michigan town, which had taken its name from an
early Jesuit explorer/priest. The line moved into Canada
via the car ferries across the Detroit River, and headed
for eastern U.S. destinations across the steel arch bridge
at Niagara Falls, Ontario. Over the years, the PM became
the Chesapeake & Ohio, then the Chessie, and is now the
rather unromatic-sounding CSX.
The book starts off with the usual maps to show us where
the line went. Photos, with well-written captions, move
chronologically through the various mergers. They begin
with steamers of the 2-8-0 and 2-8-2 wheel arrangements;
the PM wasn't much for `styling.' so it's engines were of
the classic, unadorned variety. Then on to diesel power:
an RS-7, an ancient SW-1 and lots of GP7's, 30's and 35's
wearing ever-evolving paint schemes. There are a number of
excellent shots of railway infrastructure, including the
Detroit River car ferries and loading slips, the
Windsor-Detroit Tunnel, Lake Erie coal docks, the Kettle
Creek Viaduct and the bridge to the U.S. at Niagara Falls.
The shop facilities at St. Thomas, Ontario are also
pictured.
The author covers a lot of time and distance in just 28
pages. The text is a rather complete capsule history on
the railroad, but 26 photos could never be enough to depict
operations of such scope. But those chosen are a fine
collection of both motive power and railroad
infrastructure."]
[Page 14:
"... the Grand Trunk was hard pressed to keep up with the
transfer of freight across the St.Clair River.
Competition was developing for this traffic from the
American Midwest to the Eastern Seaboard. Up to this time
the Grand Trunk had made connections to Chicago by way of
the Michigan Central. In 1876 William Vanderbilt gained
control of the Michigan Central plus a 49-mile stretch of
track between Flint and Lansing, the Chicago &
Northeastern. Vanderbilt raised his rates such that the
Grand Trunk was left with no viable alternative for
reaching Chicago. Fortunately for the Grand Trunk, this
also had the effect of drying up traffic on the short lines
that connected with Vanderbilt's Chicago & Northeastern,
and the Grand Trunk was able to acquire these lines. They
convinced Vanderbilt to sell by threatening to build a line
parallel to the Chicago & Northeastern. Vanderbilt had no
choice, and by 1879 the Grand Trunk controlled their own
lines into Chicago. On April 7, 1880, these lines were
consolidated into the Chicago & Grand Trunk Railway. The
Grand Trunk route between Chicago and Portland was now the
world's longest railway under one management."
Page 17:
"The urgency with which the Grand Trunk regarded the tunnel
becomes evident in light of the facts that the railway had
never been particularly profitable and that a previous
tunnel attempt between Detroit and Windsor, begun jointly
by the Michigan Central and Great Western in 1872, had been
a total failure."
Page 17:
"To head the project, Tyler chose Joseph Hobson, chief
engineer of the recently acquire Great Western Railway.
Hobson was born at Guelph, Ontario, and served his
apprenticeship as a provincial land surveyor. In 1870 he
was appointed engineer of the International Bridge which
was being constructed between Black Rock, New York (near
Buffalo), and Bridgeburg, Ontario (near Fort Erie)."
Page 19:
"Core samples showed the same blue clay that had foiled the
tunnel attempt at Detroit in 1872."
Page 36:
"Tyler had considered, but rejected, the idea of laying a
giant tube across the river. Some 20 years later, the
Michigan Central did just that at Detroit."]
[Ad
in
Canadian Railway Modeller
Train 2 Track 3 September / October 1991 page 6:
"Illustrates Canada's rail system in an easy to follow
Atlas format complete with index of all railway stations in
the country. Includes 15 large format regional maps, 12
city maps and colour coded routes."]
[Using wording from the book with abbreviations expanded:]
[Ad
in
Canadian Railway Modeler
Train 2 Track 5 February / March 1992:
"Still the ONLY comprehensive guide to Canadian railways:
[Review
in
Railfan & Railroad
April 1988 page 15
"Book Reviews"
by David C. Lustig:
"Canadian Trains Canadiens is written by French
authors, not French-Canadian but French as in France,
and it is a handsome pictorial of contemporary Canadian
railroading. As a competitor in the American train book
market, it should do quite well also.
As Canada is a bilinual country, it seems quite natural
for this book to have its text and captions in both French
and English, sometimes with the two languages on facing
pages, other times a French chapter followed by an English
one. It's not as confusing as it sounds, and once the
reader gets the hang of it, everything flows well.
Captions can be a bit tricky, though, as one has to hunt to
find the language he wants to read in. Because of space
limitations, seemingly large captions are in reality, only
half the length printed twice.
From the standpoint of text, this is a primer on Canadian
trains, both freight and passenger, main line and branch,
as viewed by a European unaccustomed to the distances and
tonnage we consider normal in North America. A brief
history is given, along with a discussion of current
operations including Via Rail. But before you wade into
the text, you will undoubtedly wander trough [sic] the
extensive photo selection (65 color and 248 black & white
photographs). The color reproduction is excellent, perhaps
a shade better than the black & white which accompanies it.
Coverage ranges from the Atlantic to the Pacific with lots
of CN, CP and VIA as well as BCR, Ontario Northland, ALgoma
Central, GO Transit and even Amtrak. My favorite photo is
a color view of a CN RS18 burbling in the evening sun near
a lighthouse on Prince Edward Island.
The color photos are definitely the highlight of this book,
with numerous "postcard perfect" views. The work overall
could be classified as "good typical railfan photography,"
with a good use of lenses and interesting angles. Of
particular lasting interest will be the numerous F-units
and FAs that show up throughout the pages. That price may
seem a bit steep at first, but consider that price is $69
Canadian, which today translates to about $53 U.S."]
[
Kalmbach Publishing Co.
Classic Trains
ad
in
Model Retailer
March 2001 page 77:
"Contains information from The Diesel Spotter's Guide.
Traces the history of diesel locomotives in North America
with photos, descriptions, and specifications. Includes
history and production information for diesels manufactured
from 1918 to 1971."]
[Order form:
This expanded station directory includes station structures which are located on abandoned lines and now function in other capacities as homes and restaurants, etc.
Each station listing has been assigned a map number to enable you to locate the station building in the map section. Also included in the map number is the designation "is" which means there is a photograph of the station in service in "The Way They Were Section".
$39.95 plus $6.00 shipping & handling"]
[Ad in
Canadian Railway Modeller
train 12 track 4 May / June 2003 page 37:
"If you like passenger cars, look no further!
Coming in July 2003...
Never seen before, these detailed drawings by the late
Andrew Merrilees are based on official railway drawings,
many no longer existing. Now combined with historical
photos and authoriative text by Richard McQuade, they are
a comprehensive guide to Canadian passenger car development
from 1860 to 1920.
From Newfoundland to Vancouver Island, featured cars
include those from the CNR and CPR, as well as the TH&B,
and earlier roads like the CGR, GTP, GTR and others.
Complete with thorough appendices that trace cars
throughout their service lives, sometimes as late as the
1970s, there has never been a book like this... and there
won't be another! Order today for July! Don't be
disappointed!
Limited edition hardcover, landscape format,
14" x 8 1/2" with over 80 HO scale plans & more than
40 pages of historical black & white captioned photos,
plus appendices & bibliography.
Special pre-publication price extended until June 20, 2003!
$64.98 Cdn. / $59.95 U.S.* (includes taxes, shipping, etc.)
Full price (after June 20, 2003)
$74.98 Cdn. / $64.95 U.S.* (includes taxes, shipping, etc.)
* U.S. funds for orders outside Canada.
Cheques/money orders only - no credit cards please.
"]
[Order form:
"
Never seen before, these scale drawings depict classic
passenger cars from the most elegant era of travel in
North America, accurately rendered by Andrew Merrilees,
Canada's foremost railway historian, enterpreneur and
collector of his time. Together with an authoritative
text and photos compiled after years of research by Richard
McQuade, this is the book to have!
This limited edition printing will be an invaluable
reference for years to come!
Based on official railway diagrams and photos of actual
cars, this collection is a must for anyone interested in
rail travel in North America, not just during the first
decades of the twentieth century, but beyond, as many of
these cars continued in service for more than half a
century. This is truly a transcontinental collection,
featuring passenger rolling stock from Newfoundland to
Vancouver Island.
[
Kalmbach Publishing Co.
Classic Trains
ad
in
Model Retailer
March 2001 page 77:
"This beautiful photographic tribute features action photos
of first generation diesel locomotives as they appeared
across North America between the end of World War II and
the 1960s. Reveals the evolution of the GEEP through
historic action shots, many previously unpublished, and
includes production data and technical drawings."]
["Other early railways
Of the six railways that did lay track, three were short
lines built to bypass obstructions in main water routes.
These were: the Champlain and St. Lawrence,
the Erie and Ontario Railway (17 km long), built to go
around Niagara Falls,
and the Montreal and Lachine Railroad (13 km long), which
skirted the Lachine Rapids on the St. Lawrence River."]
[Includes a paragraph about and a photo of
the suspension bridge over the Niagara River
used by the CS.
Paragraph about suspension bridge:
"The Great Western also built the first railway suspension
bridge. It was opened for traffic in 1855. The main span
was 250 metres long, stretching across the Niagara River,
just below the falls. The new bridge was a very impressive
sight, and was considered to be an engineering marvel in
its day."
Caption of suspension bridge photo:
"The International Railway Suspension Bridge over the
Niagara River links Canada and the United States."]
[Also mentions the CS Detroit River Tunnel:
"GTW lines meet those of Canadian National in southwestern
Ontario at Windsor and Sarnia where rail traffic is heavy.
The interchange of CN and GTW cars takes place via two
tunnels; one under the St. Clair River between Sarnia and
Port-Huron; the other under the Detroit River between
Windsor and Detroit."]
[Ad in
Canadian Railway Modeller
train 12 track 4 May / June 2003 page 41:
"$24.95 SUGGESTED RETAIL PRICE
The 116 page illustrated guide contains all the information
you'll need to track down Canada's premier railway heritage
museums and attractions, or experience a railway excursion
on some of Canada's best tourist railways. Over 100
listings!
Plenty of useful information: location maps, entrance
fees, hours, and of course, what to see when you get there.
Includes a complete list of surviving steam locomotives in
Canada; and a Canadian Railway Station Preservation list.
Passport Pages - record your personal visit.
Available at Canadian railway museums and railway model
hobby shops or order direct from the Publisher.
Published by: North Kildonan Publications,
Box 99, Stn. F, 355 Henderson Hwy., Winnipeg, MB, R2L 2A5.
Phone (204) 668-0168, Fax (204) 669-9821,
www.cdnrwymod.com
Add $4.75 per book for shipping and handling
plus GST ($2.08) or HST ($4.46)
Dealer inquiries welcome.
GST R126683333
ISBN 0-9696971-0-5
"]
[
Kalmbach's Railroad Book Mart
ad
in
Trains
September 1988:
"documents 160 railroads that have become fallen flags
since 1930." ...
"a concise history of the railroad, system map, important
statistics, and pointers for further reading"]
[
Kalmbach Publishing Co.
Classic Trains
ad
in
Model Retailer
March 2001 page 77:
"Covers all North American railroads abandoned or merged
since 1930, including the BNSF and CSX mergers. No other
guide covers the topic as thoroughly! Includes photos,
route maps, brief biographical profiles, and heralds."]
[Description in
Boston Mills Summer 2001 Catalog:
"A truly outstanding work of research, this atlas is
intended as a reference for those interested in Canada's
present and historic transportation networks. The maps in
this atlas depict the location and dates of construction
and abandonment of all known railways and canals in Canada
up to January 1, 1993. A description of construction
techniques is included, as well as numerous illustrations
that provide information not readily depicted in the text
or by the maps. This atlas took 20 years to produce and
will be a vital resource tool for many decades to come."
"38 color maps, 200 B&W photos"]
[Review
in
"Of Books & Trains"
by George H. Drury
in
Trains
September 1990 page 84:
"precisely what its title says. The first half of the book
lists them by railroad and number as delivered, with
information on disposition. The second half lists them by
builder, model, and date, again with information on
disposition. It is almost raw data, reproduced from an
all-cap dot matrix printout, but it is legible, it is
useful, and I'm told it is accurate. It is a good
reference work. The book is illustrated with
black-and-white photos of representative units."]
[
Kratville Publications
ad in
Trains
January 1988 page 72,
April 1988 page 4:
"The Golden Age of America's passenger trains from
1907-1947. Hundreds of trains of 61 railroads, including
full-color illustrations."]
[Review
by Russell Morgan
in
Canadian Railway Modeller
"Canadian Book Reviews"
train 11 track 3 January 2002 page 15:
"We want to pay a compliment to two recent books published
on American railroading:" . . .
"The second book, published by
Boston Mills Press,
is by J. Parker Lamb and is called
Steel Wheels Rolling - A Personal Journey of Railroad
Photography (ISBN 1-55046-331-4).
As the title suggests, the author - a well known and
talented railfan photographer from the U.S. - has put
together a stunning collection of his personal photographs
which includes, among others, GM&O FA's, Missabe 2-8-8-4s,
Monon F3s, Central of Georgia E8s, NYC Geeps - certainly to
many to mention here. It's a collection of
transition-era material that will appeal to many. Go to
www.bostonmillspress.com
for additional details."]
[Contents:
NYC 5616 and 5614 (no caption)
Page 12 caption:
"The late afternoon sun highlights the details of tired
New York Central J-1d Hudson 5363, working through
Fairborn, Ohio, on a Cincinnati-bound mail and express
train in August 1955. The 1929-built Alco 4-6-4 may be in
the twilight of her career, but dirt can't disguise the
classic lines of the engine that inspired David P. Morgan
to write,
"What Rolls Royce is to motoring, France is to wine and the
Alps are to mountains, the New York Central's Hudson is to
locomotives." "
Page 23 caption:
"Sporting a massive PT-4 tender, NYC J-3a Hudson 5436 blows
through a deep cut north of Dayton, Ohio, with a westbound
mail and express train in August 1956."
Page 54 caption:
"A 16-cylinder EMD 567 beating within her baby-faced
carbody, repowered NYC DR6-4-15 3506 leads an F3 on an
eastbound passenger on the Central's Big Four main near
Fairborn, Ohio, in July 1956."
Page 55 caption 1:
"Her original 2400-h.p. opposed-piston diesel replaced with
an EMD 16-567C engine, NYC CPA24-5 4507 wheels a
Cincinnati-bound passenger train near Fairborn, Ohio, in
July 1956."
Page 55 caption 2:
"Lightning-striped NYC F3 3500 charges toward Dayton, Ohio,
with a westbound freight in May 1957."
Page 85 caption:
"Approaching the Erie diamond, an A-B-B-A of lightning-
striped NYC Baldwin RF16's rattle the windows of NY Tower as
they work through Maitland, Ohio, in November 1960."
Page 121 caption:
"In timeless style, a New York Central engineer "oils
around" his venerable Hudson at Dayton, Ohio, in August
1956."
Page 124 caption:
"Diesel rarities - EMD re-engined NYC CPA24-5 4500, an
Erie-built A, and NYC 20, the BLH-built diesel-hydraulic
locomotive of Central's lightweight Xplorer
passenger set - share the shop leads at the Cincinnati
Union Terminal roundhouse in July 1956. In the background,
more mudane power, including Pennsy and L&N E's, along with
a pair of Central Geeps, rests between runs."]
[Review
by Fred Headon
in
Canadian Railway Modeller
train 2 track 5 February / March 1992 page 19:
"In his book "The Train Doesn't Stop Here Any More", the
author has given us a station-based, social history of
Canada. The elements of a station's role in a community,
including the day-to-day work of the agent is presented in
an easy to read and often anecdotal style. Stations
emerged as the community's lens on the world as well as its
ears. A concluding discussion on the heritage/preservation
movement covers the descent in status that began as early
as the 1880s. There was more than the highway and airplane
onslaught.
Coverage extends from the lowly flag stop to the grandeur
of the major union stations. The evolution of station
architecture, the railway's role in urban planning and the
roots of our childhood fascination and later nostalgia with
trains come to be understood.
The author's 24 colour photos are crisp for the most part
and present derelict to still active depots. The 185
archival, black and white photos are effective in
illustrating the evolution of the station. Most are small
but they show how the station has changed from being the
life-blood of the community to a simple utilitarian role.
An extensive bibliography allows for further research while
for someone wishing to visit history, there are amny
references to still standing structures. If you remember
the magnificence of stations (or wish you did) and scorn
today's structures, this book belongs in the `must own'
category."]
[Description
in
Boston Mills Summer 2001 Catalog:
"Windsor, Leamington, Sarnia, Grand Bend, London, Stratford,
Port Dover, Waterloo, St. Jacobs, Guelph, Hamilton,
St. Catherines, Niagara Falls, lots more"]
[Description
in
Boston Mills Summer 2001 Catalog:
"What's to be found within ten minutes of any exit on the
401 - antique stores, interesting restaurants, parks for
picnics, factory outlets."]
[Mentions Canada Southern once: "Tilbury's origins date to the building of the Canadian (sic) Southern Railway in 1872".]
[Page 30-34:
"A final, crushing blow to the Maid of the Mist
ferry business came in 1855, when John Augustus Roebling,
a forty-nine-year-old American engineer who had emigrated
to the United States in 1837 from
Mulhausen, Germany, completed the construction of a
railroad suspension bridge over the Niagara River below the
falls.
Roebling's Railroad Suspension Bridge, the second bridge to
span the Niagara River, remained intact for twenty-two
years. During that time engines, freight, and passenger
cars had become heavier and more numerous. The bridge had
become less and less able to withstand the stress of the
increasing traffic and load.
Between 1877 and 1886, the Roebling's Railroad Suspension
Bridge was completely rebuilt, making it the third bridge
over the Niagara. Ten years later, a newer, nonsuspension,
steel-arch railroad bridge was built around it, without
interrupting any rail traffic that was still travelling
across the river on Roebling's suspension bridge."
Designed by Leiffert L. Buck, the civil engineer who had
redesigned Roebling's suspension bridge, the newer arch
bridge replaced both Roebling's bridge and its renovation.
The new bridge became the fourth one over the Niagara
River.]
[Page 31:
Photo with caption
"Roebling's Railroad Suspension Bridge, 1855
National Archives of Canada"]
[Page 48:
["In 1876, twenty-three-year-old Maria Spelterini, a circus
performer, was the first woman to cross the gorge on a
tightrope. Blindfolded, it took her eleven minutes to walk
before an audience of thousands of people. On the return
trip, she removed the blindfold and did the walk backwards
in fifteen minutes. During another one of her excursions,
she wore a wood peach basket on each foot."]
Page 49:
Photo with caption
"Maria Spelterini crosses the Gorge, 1876
New York Public Library Picture Collection".
In the background is what appears to be the Railroad
Suspension Bridge (before the 1877-1886 reinforcing),
although it may be Ellett's Suspension Bridge?]
[Page 55:
"Bobby Leach" ... "had parachuted also from the Upper Steel
Arch Bridge."]
[Sections on about 50 towns and cities, some with mentions of CS:
Amherstburg pages 3-4:
No mention of CS.
Niagara Falls pages 111-115:
No mention of CS.
Niagara-On-The-Lake pages 116-119:
No mention of CS.
St. Thomas pages 169-171:
Page 171: "St. Thomas struggled for a long time
afterward" [the 1870 fire] "until the Canada Southern and
Great Western Railways established lines through the
settlement. This resulted in a great surge of new
business, employment and population. Both railway lines
had to build high level wooden trestles across Kettle
Creek. The Canada Southern bridge was 1,300 feet long an
90 feet high. The Great Western bridge measured 900 feet
in length and a height of 80 feet in the centre. Together
they used almost a million board feet of timber."
Tilsonburg pages 175-176:
No mention of CS.
Welland pages 190-197?:
Originally named Aquaduct then Merrittsville then Welland.
Windsor pages 198-202.
Page 199: "Up to the time of 1854, Windsor had not shown a
great deal of promise for growth and development. However,
that all changed when the community was selected to be the
western terminus of the railway. A steam passenger ferry
operating from Windsor to Detroit was responsible for this
decision. This allowed for a connection with the Michigan
Central Railway on the American side. A paddle wheeler
named Union was later put in service and it transported a
trainload of passengers on a single trip. Subsequently, a
car ferry with two tracks was used to transport an entire
train across water. In 1870, the Great Western and the
Michigan Central Railway obtained power to build a railway
tunnel under the Detroit River."
[Note that this differs from other histories.]
Page 201: "Several major railways and highways converge at
Windsor."
]
[Some mentions of CS:
Page 117:
"Ontario's first railway was a horsedrawn affair that in
1835 struggled up the Niagara Escarpment near Queenston and
linked Niagara-on-the-Lake with Chippewa above the
thundering falls."
Pages 120-121:
"After the war, encouraged by car and tire manufacturers,
the Ontario government went on a wild road-building spree
and killed the many rail lines that linked Ontario
together. Coulourful local lines that had provided seniors
and students with their only means of getting around fell
silent:" ... (various railways) ... "and the ambitious
Sarnia branch of the Canada Southern, disappeared from the
landscape."
The index has a refernce to "Michigan Central Railway" but
the MCR is not mentioned in the text.]
[Chapter X "Early Canadian Railroads
The Cobourg and Peterborough Railway":
"The first railway constructed in Upper Canada was a short
portage road around Niagara Falls from Queenston to
Chippawa. This enterprise, known as the Erie and Ontario,
was chartered in 1833, but the line was not built until
1839. The grades along the route were too steep for the
locomotives of that day, so horse-cars were used upon it,
and the railway proved of considerable value in the portage
of goods between Lakes Ontario and Erie. A traveller over
the line in 1845 wrote of his experiences:
"You are whirled along, not by steam, but by three trotting
horses at a rapid rate through a wood road till you reach
the Falls."
[Chapter XI "The Grand Trunk Railway": "The development of railways in Canada was greatly retarded by the unsettled conditions prior to the Rebellion of 1837 and the depression which followed. A number of railroads had been projected before the Rebellion but by 1850 only a few short portage lines, totalling sixty-six miles, had been built in Canada. The most important of these were the Champlain and St. Lawrence, the Erie and Ontario, and an eight-mile line built in 1846-47 around the rapids between Montreal and Lachine."
"On April 8, 1880, a section from Port Huron to Chicago was opened, the Michigan Central Railroad having had charge of the Grand Trunk traffic in this region previously."]
"FLETCHER, community, Tilbury East Township, Kent County
Position 42^18' 82^18'
This dispersed rural community of 100 people (1971) is
situated about 12 miles from Chatham, on the old Canada
Southern Railway. It was probably named after David
Fletcher, one of the early settlers in the area.
The community developed around the railway station that was
opened in the late 1800's when the Canada Southern Railway
was built through the area. A post office was established
in 1875 and a telegraph station opened about the same time.
By 1881 the population was about 200 and the community had
two stores and a sawmill. A large warehouse was built in
the 1890's.
By 1908 Fletcher's population had fallen to 100 but many of
the businesses remained open. Residents were employed in
the telegraph office, express office, 2 stores, a branch
bank, 2 blacksmith shops, and a wagon shop. There was also
a Presbyterian church to serve the community."
"FORT ERIE, town, Regional Municipality of Niagara
Position 42^54' 78^56'
Situated at the junction of the Niagara River and Lake
Erie, the town is 55 miles southeast of Hamilton, on the
Queen Elizabeth Way. Two international bridges leading to
Buffalo, in neighbouring New York Stats have made Fort Erie
an important and prosperous centre, witha 1978 population
of 23,808. . . .
However, the construction of the Erie Canal in 1825 and
later the Welland Canal, led to a decline in prosperity as
the new water routes bypassed the community. Not until the
Erie and Niagara Railway extended its line to Fort Erie in
the 1860's did a new period of growth begin. . . ."
"HAGERSVILLE, part of the Town of Haldimand,
Regional Municipality of Haldimand-Norfolk
Position 42^58' 80^03'
This community, now part of the town of Haldimand, is
located on Highway 6 approximately twenty-three miles
southwest of Hamilton.
...
The Canada Southern Railway building a line between Windsor
and Niagara Falls in the 1870's, passed through
Hagersville, and the Hamilton and Lake Erie Railway arrived
about the same time, greatly stimulating the economy of the
settlement. ..."
"HALDIMAND, geographic county
Position 42^57' 79^50'
...
In 1852 the Buffalo, Brantford and Goderich Railroad (later
the Grand Trunk Railroad) built a line through the county.
In 1870 the Great Western Loop Line and the Canada Southern
Railway was completed, and the Hamilton and Lake Erie
Railroad was pushed through in 1878.
... Gypsum mining is also an important industry. The mines
are located on the extensiev gypsum reserves near the
village of Cayuga.
..."
"HALDIMAND, town, Regional Municipality of Haldimand-Norfolk
Position 43^00' 79^50'
...
A stopover for the daily stage between Hamilton and Port
Dover, Hagersville was given an economic lift when the
Canada Southern Railway ran a line between Windsor and
Niagara Falls throught the community in 1870. About this
time the Hamilton and Lake Erie Railway also arrived. ...
...
About 9 miles northwest of Dunnville, Canfield, located on
Highway 3 and the Canadian National Railways, developed at
a point where the survey for a branch of the Grand Trunk
Railway from Goderich to Buffalo crossed the Talbot Road.
First called Azoff, after a Russian village prominent
during the Crimean War, the railway station was named
Canfield, after Alber Canfield, local builder and
contractor, when the railway was completed in 1859. ...
... Local industries include a stone quarry, gas wells, a
wood flour factory and seed cleaning plant, and gypsum
mines."
..."
"HAWTREY, community, South Norwich Township, Oxford County
and within the Regional Municipality of Haldimand-Norfolk
Position 42^55' 80^31'
Situated about 20 miles southeast of Woodstock ...
...
At one time the community was served by two railways, the
Michigan Central and the Grand Trunk. When the Grand Trunk
was sold to the Canadian National Railways in 1932, the
trains stopped running to Hawtrey.
..."
"HIGHGATE, village, Oxford Township, Kent County
Position 42^30' 81^49'
Situated 26 miles east of Chatham on Highway 401 ...
...
Already important as a local shopping centre before 1870,
Highgate became even more prominent as a shipping point
after the construction of the Canada Southern Railway in
1872. The railway opened up new territory and Highgate
developed as a market for agricultural goods and timber.
The community offered mail, telegraph, and express services
as well as steam sawmills, oat, and flouring mills. The
building of the Lake Erie and Detroit River Railway across
the township in 1894 brought even more business to
Highgate.
..."
"HOWARD, township, Kent County
Position 42^28' 81^55'
...
By 1847, Morpeth had a diversity of stores, tradesmen and
professional men ... rivalling the importance of Chatham,
its setback came in the middle of the 1870's when the
Southern Railway connecting Niagara and Detroit was
surveyed and constructed several miles inland. The
original plan had been to follow the northern shore of Lake
Erie. Deprived of an important transportation system, the
communities along the Talbot Road declined, the lakeports
now had little trade.
...
... Ridgetown ... By 1870 the building of the Canada
Southern Railway from Niagara Falls to the Detroit River,
passing just north of the hamlet, speeded the growth of
Ridgetown ... It was Kent County's most important shipping
centre for farm products, having three large elevators, and
its canning factory utilized the vegetable and fruit crops
grown on the fertile farmlands. George Moody built a mill
combining machinery for both flour and wool, because sheep
raising was a growing industry. Moody's Mill expanded into
a complex of mills until 1889.
..."
"INWOOD, police village, Brooke Township, Lambton County
Position 42^49' 81^59'
Inwood was founded in the early 1870's when James
Courtright, nephew of the president of the Canada Southern
Railway, recognized the timber potential of the land
through which the railway ran. He formed a partnership
with Messrs. Holmes and Moore who were bridge contractors
on the new railroad, and together the men bought a 95-acre
site which they subdivided into village lots. Three of the
village streets commemorate the names of the founding
partners. In 1873 the company of Courtright, Holmes and
Moore built a stave and sawmill which turned out thousands
of feet of board lumber until it closed in 1898.
A settlement which had grown up around the mill was named
by C. H. Moore after a town on the Hudson River in New York
State. The community in those days was very much under the
control of the company. The first store was opened by the
company and Courtright became the first postmaster in 1875.
The partners also established the first butcher shop.
Lumber for the first school, werected in the early 1870's,
was donated by the company, as was the land on which the
Anglican and Presbyterian churches were erected. ...
... The grain business was started by T. B. Mitchell and
came under the control of the Farmers' Cooperative Company
in the early twentieth century.
..."
"IONA, community, Dunwich Township, Elgin County
Position 42^41' 81^24'
Situated about 12 miles southwest of St. Thomas on Highway
3, Iona was named by George Munroe after the Holy Isle of
Iona off the west coast of Scotland.
...
The growth of the community was brought to an abrupt halt
when the Michigan Central (now the New York Central)
Railway built its line two miles north of Iona in 1872. A
new settlement grew up at Iona Station as houses, stores,
and churches were moved to a new site beside the railway
tracks. The railway also ended Iona's wagon trade, while
Iona Station benefited from the rail traffic.
..."
"IONA STATION, community, Southwold Township, Elgin County
Position 42^43' 81^25'
Iona Station is a dispersed rural community situated on the
New York Central Railway about 12 miles southwest of St.
Thomas. It was named after the nearby community of Iona,
which, in turn, was named after an island off the west
coast of Scotland.
Iona Station grew up as a result of the construction of the
Michigan Central (now the New York Central) Railway in
1872. The railway was bult two miles north of an existing
settlement known as Iona and many of this community's
businesses relocated at a new site nearer the railway
station. Whole b uildings, including stores, houses, and
churches were moved to the new community beside the railway
tracks. Iona Station benefited from the trade brought by
the railway. ..."
"LEAMINGTON, town, Mersea Township, Essex County
Position 42^03' 82^36'
... Leamington's modern dock can accomodate both lake and
ocean freighters.
...
Funds were raised to build a Michigan Central Railway spur
line to Leamington in 1887. In 1889 a second railway, the
Lake Erie, Essex and Detroit River Railway, linked the
village with Walkerville. ...
... In 1980 H. J. Heinz Company, one of Canada's largest
food processors, came to Leamington. The company's head
offices for Canada are located in Leamington.
..."
"MALDEN, township, Essex County
Position 42^05' 83^03'
Malden Township is located in the southwestern part of the
County of Essex and borders in the west on the Detroit
River and in the south on Lake Erie. ...
..."
The township's economy greatly benefitted by the Canada
Southern Railway (leased to the Michigan Central) which
constructed a branch line from Amherstburg to Essex.
[Actually it was the original mainline.]
..."
"MERSEA, township, Essex County
Position 42^08' 82^34'
Mersea Township occupies the southeastern corner of
Essex County where a peninsula with Point Pelee National
Park at its tip juts into Lake Erie. ...
...
Leamington ... is located at the junction of the Michigan
Central and the Chesapeake & Ohio Railways.
"MOORE, township, Lambton County
Position 42^50' 82^20'
... located ... on the St. Clair River ...
...
... The advent of the Canada Southern Railway in 1872
provided a further boost ...
..."
[This has many references and quoting them in their entirety may exceed the "fair use" provisions of the Copyright Act. Sometime soon I'll ask the author's permission.]
[References on pages 77-80, 79, 80, 82, 87, 126-127, 149-151, 154-157, 162, 165, 166, 167-168, 170, 189, 201, 204, 204-205, 207, 208-209, 287, 287-288.]
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