Almost as long as the famed Canada Southern Railway was proposed, a branch through Lambton County, south of Sarnia, was on the books. Barely a year after the original CASO was planned in 1868, the St. Clair branch was proposed as a way to connect the railway to oil fields in Lambton and to Michigan via a ferry crossing at the St. Clair River. That river crossing, which was the railway's top priority since it would have allowed for a Buffalo-Chicago connection, never happened. The St. Clair branch kicked off operations with an excursion train in July 1873, followed by the beginning of regular service in January 1874.
Although it was technically known as the Canada Southern Railway, most people came to know the railway by the names of its parent companies. CASO was ultimately owned by the New York Central Railway, but for a time it was part of a NYC subsidiary, Michigan Central Railroad, so either one of these monikers were what people saw on the trains that plied these railways.
This rail line is significant to Lambton County for several reasons. Not only did it spawn towns, industry and other development along its right-of-way, it also holds the distinction of being the first rail line to be abandoned in the county in the 1950s, at a time when most railways had not yet begun to actively shed trackage.
Today, very little is left to actually see. The right-of-way is all but invisible in most places while artifacts from the line are scarce. But the line's history is fascinating, particularly in a few towns that we will examine. Let's begin at the end of the line.
Photo - Moore Museum archives
COURTRIGHT (WESTERN TERMINUS)
This photo above is the St. Clair branch's terminus in Courtright, Ontario, a small town on the St. Clair River, south of Sarnia. Courtright is a quintessential railway town, for many reasons including its name. The town's name was a product of gratitude. Those who bought land where the branch line ended were grateful enough to CASO to name their town after the president of the company, Milton Courtright. Not satisfied with that honour alone, the town also named one of its streets Milton.
In terms of its contribution to revenue service, Courtright wasn't a huge source of business for the branch. The town once boasted a grist mill and other small scale industries, but nothing of major importance to the branch. Before the branch's end, Courtright accounted for 80 revenue carloads in 1955 and 225 in 1956. Shortly before the branch was abandoned, CASO's customers in Courtright included the province's transportation ministry (likely for road maintenance salt), the local township and a construction company. All orders were handled through an agent in Brigden, a small town just east of Courtright.
Of greater importance, before the line began to decline, Courtright was CASO's connection with the C&O (now CSX) Sarnia Subdivision. This junction was obviously some sort of diamond since records show that the two railways interchanged cars.
Undated photo of Brigden railway station, which was a typical-looking structure on this branch. The railway agent in this town also took orders from shippers in nearby Courtright.
East of Courtright, another small town was spawned by CASO. The town of Bridgen owes its existence to this rail line, being that it was otherwise in the middle of the wilderness when the railway was built through the area. Over time, Bridgen spawned some small cottage industries that were typical of such towns in the 1800s and early 1900s. By the time CASO abandoned the St. Clair Branch, Bridgen accounted for a handful of shippers, including two lumber companies, a farmer's co-op, a coal supplier and a shipper that appears in numerous railway documents as "Lyle Allen." This name is also listed as a shipper in Courtright, so it might have been a large-scale farmer. Today, there is again little trace of the railway in Bridgen, which was also named (according to Wikipedia) after a CASO official, William Bridgen, who was a railway engineer. Today, Brigden is a farming community and is best known as the site of the annual Bridgen Fair, the premier Thanksgiving event in the county.
Even today, some sixty years later, you can see evidence of this old line near Brigen even though it was last operational in the late 1950s. Other sections farther west are all but indistinguishable from County Road 80, former Highway 80. The orange arrows show you the old right-of-way while the blue circle shows you the old pilings of the railway bridge over Bear Creek. Those pilings can still be seen from County Road 80, for the railway archeologist.
Here's a photograph posted in the Lost Lambton Found history website
. For those interested, this history group has largely migrated to Facebook and their photos and conversations can be found there. Some locals call these pilings Lambton's "Stonehenge."
OIL DISCOVERY DISTRICT
Once east of Brigden, one enters the Oil Discovery district of Lambton County. Few people realize that the site of the first commercial oil discovery in North America was in Lambton County in a town called Oil Springs. Soon afterward, another large discovery was made in Petrolia while another was made in the ambitiously named Oil City, which is little more than a hamlet now. These discoveries were made in the 1850s, but a century later, oil was still being transported by CASO along the St. Clair Branch.
PETROLIA (PETROLIA SPUR)
Six miles west of Brigden and two miles west of Oil Springs, you would find Petrolia Junction and the beginning of the Petrolia Spur.
Besides the typical shippers you would find like local farm co-ops and other small commercial shippers like hardware stores, Petrolia's main contributions to this branch included Reliance Petroleum and National Steel Drum Company, two companies that were still in the oil business. Amazing as it may sound, there is still oil being steadily pumped out of the ground in Petrolia. A few companies in this area still regularly supply oil to energy companies, including Fairbanks Oil, which has been around since the boom days and is still family owned.
The other key element to this spur was the fact that it provided CASO with an interchange point with the Grand Trunk Railway, later the Canadian National. The railway line paralleled Albany Street and met up with the GTR/CN once it crossed what is now known as Petrolia Line. CASO even had a station in Petrolia. That little station, which had a witch's hat turret, was moved to Bright's Grove, north of Sarnia, and now sits as a private residence near Lake Huron. Here's a shot of the station now, taken from public property. Thanks to my brother for grabbing this shot. Can you see the lake in the background?
Below is a map of where the rail lines once made their way into Petrolia's downtown. I have not been able to access historic maps to figure out exactly how these lines connected, but as you can see below, CASO, in red, made its way up Albany Street while the GTR/CN, in yellow, made its way to the town's main station where its spur off the Strathroy Subdivision ended. Somewhere between the red and the yellow, there was some sort of junction where CASO and CN interchanged cars. I'm guessing on the property now occupied by the Scotiabank.
Below is a shot of a CASO 4-6-0 engine working along Albany Street in this undated photo. I found another photo of a 4-6-0 working in Courtright, which you can see here
. The photographer of the Courtright engine mentioned that it was taken in 1956 and, by that time, the water towers were gone, which explained why there was an extra tender behind the engine to ensure it had enough water. My dad tracked down the photo below at a photo shop in Petrolia. You can see a tank car behind the tender, which may mean this image was taken as late as the 1950s, when steam locomotives still prowled this branch, but without the use of water towers. This image was the first I had ever seen of CASO operations in Petrolia. As you can see, CASO always operated under the name of its parent company, New York Central, or for a time, the Michigan Central Railway, which was a subsidiary of NYC. You can see a small piece of the town's United Church to the far right. That church is still standing.
Oil City was a relative flash in the pan when it came to the oil boom, with a brief boom and a quick bust. The town still provided a few shippers to CASO, mostly small scale agricultural customers as well as local government.
As you can see from the photo, the railway was listed as "MCR" since the line was essentially a Michigan Central operation by all appearances. The one interesting note about this town is that its main rail customer was the Canada and Dominion Sugar Company. It should be noted that sugar beets were once a major staple of railway operations in Lambton County at one point, although I can't say if that was the source of the traffic.
EDDYS (EDDYS MILLS SPUR)
Travelling west from Petrolia and Oil City, you would encounter the Eddys junction near the Oil City station. First stop on the Eddys spur would have been Oil Springs.
When this St. Clair branch was built to Courtright in the 1800s, it was done so with the oil fields in mind, no doubt. Oil Springs was the site of the birth of Canada's oil industry and the town continued to pump and ship oil well into the twentieth century. When CASO discontinued operations on the St. Clair branch, Imperial Oil (Esso) was still listed as a shipper from Oil Springs. Given that CASO had a connection to CN close to here in Petrolia, I'm sure there were a number of tank cars interchanged in Petrolia that originated in Oil Springs.
Today, those interested in a glimpse of this old line would find it at the Oil Museum of Canada
in Oil Springs. Besides telling the story of Canada's first oil discovery and the related industrial development, the museum also features the town's 1895 CASO railway station and an old tank car, which was typical of those used on the line up until it was removed.
Today, Eddys Mills is little more than a place name on the map. It is located a few kilometres due south of Oil Springs on the spur. Two customers listed for this spot include the county and the local township. There was a siding here and all freight orders were handled through Oil Springs, a little east of this spot. Most of the freight originating here was based on local farms.
Back on the main branch, if you remained on the main line at Oil City, your next stop east would be another town created by the railway, Inwood. At this point in the line, CASO's operations took on more of a rural feel, with most shippers being local hardware and construction concerns, not to mention the farmers' co-operatives. When looking at the documents for this line, most customers in towns outside of the oil district fell under three categories: farming, construction/hardware and local government.
Before leaving Lambton County, you would travel through Alvinston, another town created by the railway. Its primary shipper on CASO before the line closed up shop was a feed mill. At one point, there was a GTR/CN crossover near Alvinston where the Strathroy Subdivision crossed over the St. Clair line. Here's a shot of the junction, undated.
So, as we leave Lambton County, the St. Clair Branch served two more rural towns, Melbourne and Muncey. There it served feed mills and other agricultural customers. From there, it was on to St. Thomas, where the branch originated.
Along the way, the branch crossed the Canadian Pacific and Canadian National main lines to Windsor (due to the path of the CN line, the St. Clair Subdivision actually crossed CN's line twice).
This branch has been gone for more than half a century and there is precious little to see along its former right-of-way now. However, the importance of this line to swath of Lambton County is undeniable. The same can be said for a number of former rail lines in any part of this country. That's why I am fascinated by the history of these old branches. Revisiting history helps us understand just how important railways were in the building of this country.