concludes this section illustrates just how low railway companies would stoop to outcompete each other.
In April 1872, along the line of the Erie and Niagara Railway, it appeared as though the Great Western and Canada Southern Railways were at war. Early in the morning of April 22 William A. Thomson and N. Kingsmill, with an accompanying gang of men, took possession of all stations from Fort Erie downstream, locking the drawbridge at Chippewa open to prevent Great Western trains from passing. Arriving at Niagara at 0500 hours, they ran a Great Western freight car off the rails and took possession of the station. The scheduled train from Fort Erie arrived at 1030 hours, Great Western officials having broken the locks on the drawbridge at Chippewa and having repatriated the stations at Fort Erie and Chippewa along the way. The train brought a gang of Great Western employees who attempted to regain possession of the station. However, Thomson’s gang prevented this from happening and the Great Western men returned to the Suspension Bridge. Thomson’s gang now began to lift rails in several places to prevent passage of Great Western trains. Fortunately, it appears that cooler heads prevailed and that there was no escalation in tensions or violent confrontations. The Canada Southern would win the Erie and Niagara in the end, amalgamation occurring in 1875.
In an ironic twist, the last Great Western cars to undergo gauge conversion (broad to standard) were the nineteen reserved in 1871 for use on the Erie and Niagara.
Galt and Guelph Railway
The act incorporating the Galt and Guelph Railway gained assent on November 10, 1852 (Provincial Statutes of Canada, 15 Victoria, chapter 42). Its promoters included some of the wealthiest men in the area, including Absalom Shade, Andrew Elliott, William Dickson Jr., and Jacob Hespeler. It provided for the construction of a railway from the terminus of the Great Western Harrisburg-Galt branch line to Guelph. Capital stock would be a maximum of £140,000 ($681,800 U.S.) and the maximum borrowing capacity was £50,000 ($243,500 U.S.). Promoters planned to lease it to the Great Western once completed.
Investors were initially reluctant to participate based, in part, on the results seen in other railway promotions in the area. Several public meetings were held to bolster support and encourage investment in the line.
Soon a dispute broke out between the Galt and Preston factions regarding the best route for the line. This, of course, was based upon the self-interest of the combatants. The Galt faction wished the line to proceed through Hespeler to Guelph, while the Preston faction wanted the line to proceed through Preston then Hespeler to Guelph. Eventually, the Preston faction won out because it seated more individuals on the board of directors by less than transparent and ethical means.
A contract was signed in January 1854 to build the line, with the official sod turning being done by President Grange (who was also the sheriff) on May 12, 1854. From the start, financial woes plagued the project. Finally, in spring 1855, the Great Western stepped in and agreed to complete the line.
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