I have wanted to write a “top 10” grain elevator post for this site for a while. I wasn’t sure exactly what the criteria would be to choose the “top 10.” Obviously it would be subjective. I started going through the list of almost 200 grain elevators that still exist in Manitoba, eliminating the modern concrete elevators right away. I started compiling a “favorites” list but it had significantly more than 10 elevators in it!
Then I thought… Trackside Photographer . . . trackside . . . maybe I should choose the top 10 grain elevators that are still trackside! Brilliant! However, that eliminated a lot of my favorite elevators from contention. That wouldn’t do.
In the end, I chose a mix of actual trackside elevators plus a few that have not had railway tracks beside them for decades. It’s all subjective. I hope you like them. Read more
Meadows, Manitoba Grain Elevator and Annex
1912 – 2017
Meadows, Manitoba is located approximately 20 miles west of Winnipeg on Hwy # 221 in the Rural Municipality of Rosser, MB. Meadows is a village comprised of a dozen properties and farms that the Canadian Pacific mainline on the Carberry subdivision passes through.
In 1912 a small grain storage elevator was erected in the town to accommodate the local farmers during harvest. After a brief private ownership, the elevator was sold to N.M Paterson & Sons, now known as Paterson Global Foods. In 1922, the same year it was purchased by N.M Paterson & Sons, it was destroyed by fire. It was quickly replaced by a 30,000 bushel capacity elevator the following year powered by what was then a modern 12 HP elevator motor. Read more
Among my nearly annual visits to the Canadian West, 1984 was a momentous year . At Portage la Prairie, Manitoba, I spent time trackside observing and photographing the many Canadian National (CN) and Canadian Pacific (CP) freight trains, as well as VIA Rail passenger trains that emanated from the provincial capital of Winnipeg, fifty-five miles to the east. At Portage, more lines (subdivisions) spread out. During that June visit, my genial hosts (aunt and uncle!) let me use their Toyota to visit many nearby Manitoba towns.
While the Western Canadian grain industry was contracting—undergoing major changes—I realized that the handwriting was on the wall for Canada’s wooden “country” elevators. Consequently, I made the effort to photograph them. While doing so, I noticed myriad trackside details that completed the Manitoba trackside scene. Read more
Grain elevators have fascinated me as long as I can remember. Growing up in the Midwest meant seeing these unique buildings along the tracks of even the smallest communities. Symbolic of the agrarian roots of the region, they were often the tallest and most imposing structures in farm belt towns. Along the granger railroads that I grew up with, the grain elevator was as much a fixture of the trackside infrastructure as the depot. Because of that, grain elevators have long played a role in my railroad photography—so much so that I often made an effort to photograph them even if there wasn’t a train around for miles.
When I moved to Denver, Colorado in 2001, I was enthralled to find that the grain elevator was as prevalent on the high plains of eastern Colorado as it was back home in Illinois. Once again, I found myself taking photos of these magnificent structures. Something happened in early 2010 that really sealed my commitment to this exercise. One day while driving past Bennett, CO, I noticed that the old wooden elevator there was no more! Seeing the bare ground where the elevator had once stood hit me hard. Shortly thereafter, I decided that I really wanted to start documenting as many of Colorado’s remaining elevators as I could before other elevators suffered a similar fate.
My initial efforts were about as documentary as a three-quarters wedge shot is of a locomotive. I tried to shoot with good light but the compositions were all similarly nondescript. They were serviceable as illustrations but hardly noteworthy in any artistic way. I think my goal at the time was merely to photograph as many as I could before they were gone. On a very cold February 18th, 2012, though, that all changed. I arrived before dawn to get morning light on the Eastlake elevator north of Denver. When I arrived, there was a really nice crescent moon just begging to be photographed. I had my tripod and quickly set-up to photograph a “blue hour” shot of the elevator, something I hadn’t tried yet. When I got home and compared that image against my more typical shot after sunrise, I was smitten by the additional grace and beauty of the moon scene as a whole. Indeed, the elevator became even more interesting to me. After that, I really started challenging myself to see elevators in new ways by looking at details, placing the elevators in the environment where they reside, incorporating vehicles and other elements into the frame, etc. These all became new photographic tools for me.
2012 proved to be a wonderful year for the project in another way, too. That was the year that I came across the grain elevator page of Gary Rich. Gary’s PBase page (http://www.pbase.com/grainelev) was full of information about the grain elevators of Colorado and many other states. It was also full of wonderful elevator imagery. Gary has since become a great friend and we have gone on many grain elevator photographing excursions together.
“A great photograph is one that fully expresses what one feels, in the deepest sense, about what is being photographed.” – Ansel Adams
That quote has come to embody precisely how I approach my grain elevator project now. When I take a photograph of an elevator, I’m hoping to convey exactly how these magnificent structures move me. I want the viewer to feel the same appreciation I do for them, both as beautiful buildings and as symbols of the men and women who have toiled for generations to feed the country. If I can succeed at that, the project has been worth the effort I have put into it.
The 1,067mm (3’6″) gauge network in the Australian state of Queensland is dominated by heavy coal and mineral traffic moving from mines to ports, and some intermodal traffic heading up the coast from the capital of Brisbane. Until a few years ago though, there were some scattered remnants of trains that belonged very much to the previous century—in spirit at least.
One such service was a weekly train that ran to the south-west outpost of Dirranbandi. Built in stages starting in 1904, the line arrived at its eventual terminus in May 1913. The line was built to serve small communities in the area, and like most such lines around the world, carried out its role of bringing in the essential supplies needed for rural living, and taking out the products of the land, in this case cattle, sheep, wool and grain. This line served a second purpose, hinted at by its early nickname of the Border Fence: to prevent this traffic from moving south to travel over the rails of the rival state of New South Wales.
The importance of the line was declining rapidly when I travelled out that way in 2007 and 2008. General freight was virtually non-existent, but the line beyond the major grain silo at Thallon still saw a weekly freight train working out and back. The train wasn’t much to look at—a handful of vans—but still a sight worth seeing if only for its anachronistic nature, a fact acknowledged by the train’s driver who, when we got to talk at one of the stops along the way, cheerily exclaimed that it was good to see someone photographing one of Queensland Rail’s last dinosaurs.
The country out this way is pretty lonely. Large grazing stations and very little population are the order of the day, with the little train heading over the light 42 pound rail and spindly track well away from pretty much anything, apart from the endless scrub and the occasional siding with a disused woolshed. Sometimes a kangaroo or two might nonchalantly cross the line. Not far from Dirranbandi, the grain silo at Noondoo would be passed. For the line’s recent history, it was this silo that justified keeping the line open. The light track meant that grain wagons could only be partially loaded. The obvious solution was to upgrade the line, but the railway and the grain shippers couldn’t agree on who’d pay, so rail service stopped and the grain had to be trucked over to Thallon, which still happens.
On my first trip, Noondoo was a silo-in-waiting, with the surrounding paddocks barren of grain but a year later, after the first decent rains in years, the land was alive with activity. The railway though, played no part.
Here at Hawkston, about halfway on the very light rail, there is some evidence of human activity, with a small but quite elaborate storage box built to receive the newspapers that used to be dropped off by the passing train until quite recently. Located on the long dirt road to the grazier’s home, a stop by the train would eventually be followed by the farmer driving out to collect the newspapers.
I’m not sure if there was ever what could really be described as a station at Hawkston, and it’s a pretty safe bet to say that if there was it would never have had a station master, but I liked the ironic humour of the locals, allowing such a minor item of infrastructure to take on added importance, while the train disappears into the hazy distance.
The Trackside Photographer is pleased to present a new gallery of photographs by Eric Gagnon.
Prairie Elegy documents the final days of Western Canada’s Wooden Crib Grain Elevators. These evocative pictures record a time 30 years ago when the iconic structures were disappearing from the prairie landscape.
Eric wrote about his trip in “Wheat Filled Wonders” which we published in June. Now he generously shares 43 additional photos taken during the 1980’s as he traveled across Saskatchewan and Manitoba, following the tracks of the Canadian Pacific and Canadian National railroads that served the grain industry. The wooden elevators are now gone.
Prairie Elegy is listed under the Galleries menu at the top of the page, or click here to view.