International Railway Company (NY/ON)

International Railway Company
Operating Name(s)	International Traction Company (parent) International Railway Company (subsidiary) International Bus Company (subsidiary)
Area Served	Buffalo, Lockport, Niagara Falls and surrounding area of Western New York.
Operated	1902-1937 (interurbans) 1902-1950 (streetcars) 1923-1950 (buses: both International Bus Company and International Railway Company)
Predecessor(s)	Buffalo Street Railroad Company (1860-1902) Buffalo & Niagara Falls Electric Railway (1893-1902) Niagara Falls Suspension Bridge Railway Company (1882-1902) Buffalo & Lockport Railway (1898-1902) Lockport & Olcott Railway (1900-1902) Niagara Falls Suspension Bridge Company (1882-1902) Clifton Suspension Bridge Company (1868-1902) Queenston Heights Bridge Company (1895-1902) Queenston Suspension Bridge Company (1849-1902) Niagara Falls Park and River Railway Company (1892-1902) Crosstown Street Railway Company (1890-1902)
Successor	Niagara Frontier Transit System (1950-1974)
Livery	Dark green with rust accents (early) Orange with dark green roofs/black accents(later) Red with grey roofs/silver accents (1947-1950)

The International Railway Company, or abbreviated to "IRC" is a former multi-modal public transit operator for the city of Buffalo, New York, and the surrounding Niagara region of Western New York State and the southern area of the Province of Ontario.

History

The International Railway Company, or (IRC) was created in 1902, to unify a number of smaller agencies into a single agency in Western New York State and a southern portion of the Province of Ontario. The agencies included the Buffalo Street Railroad Company, the Buffalo and Niagara Falls Electric Railway, the Buffalo, Tonawanda and Niagara Falls Electric Railroad Company, the Niagara Falls Suspension Bridge Railway Company, the Buffalo and Lockport Railway, the Lockport and Olcott Railway, and the Niagara Falls Suspension Bridge Company. In 1902, the International Railway Company also purchased, the Clifton Suspension Bridge Company, the Lewiston Connecting Bridge Company, the Queenston Heights Bridge Company, the Queenston Suspension Bridge Company, and the Niagara Falls Park and River Railway Company. At the same time, the Crosstown Street Railway Company, Electric City Railway Company and International Bus Corporation merged with the International Railway Company.

Later, the IRC also acquired the Niagara Gorge Railroad (originally the Great Gorge Railroad and earlier, the Niagara Falls and Lewiston Railroad), later selling it to the Niagara Falls Power Company.

Over time, the IRC maintained the streetcar networks for the cities of Buffalo, Niagara Falls and Lockport, New York; and a single street railway line in Niagara Falls, Ontario. In addition, the IRC oversaw the creation of a bus company from it's start, named the International Bus Company, a predecessor to today's present service offered by the Niagara Frontier Transportation Authority.

Timeline of important events

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• January 18, 1899: International Traction Company is formed to begin consolidation of many of the Buffalo area transit providers.
• 1902: The International Railway Company begins the consolidation of a number of Buffalo's many streetcar operators into one operator.
• 1917: Accident on Niagara Gorge tourist line killed 50 passengers after the car left the tracks and plunged into the Niagara River.
• 1922: Interurban service ends on July 1, on Gratwick/North Tonawanda line. Service also ends on Niagara Falls "Old Falls" Line.
• 1923: The parent company of the International Railway Company, the International Traction Company, creates subsidiary International Bus Company. Route "B" Bailey service begins on September 7.
• 1924: Route "A" Delaware Avenue bus service is implemented on November 2, utilizing double-decker buses between Downtown Buffalo and Albright Knox Art Gallery.
• 1925: Route "C" Delavan bus service begins on January 11. In June, the Sugar Street/Niagara Falls streetcar line is terminated.
• 1926: Buffalo-Niagara Falls inter-urban bus service begins. Two versions are offered; via Utica, Delaware through Tonawanda, and Main through Niagara Falls Boulevard.
• 1927: Bus service begins to Fort Erie, from Buffalo in August.
• 1928: Virgil Loop opens on Kenmore, between Delaware and Colvin Aves. Inter-urban service to Tonawanda ends, with streetcars on the 9 Parkside-Zoo terminating at Virgil Loop. On October 11, bus service begins on Delaware, from Downtown Buffalo to Tonawanda.
• 1929: Route "D" Central Terminal bus service begins on June 22, coinciding with the opening of the New York Central Terminal.
• 1931: Hyde Park streetcar service is converted to bus service on January 1. On January 11, Colvin Avenue bus service begins, between Virgil Loop and Stillwell Avenue. Interurban service ends on August 22, on Depew-Lancaster line. The Walden Avenue garage closes on November 8.
• 1935: Most "west side" streetcar operations are converted to bus service. This includes the 3-Grant, 5-Niagara, 7-Hoyt, 10-West Utica, 20-Elmwood, 21-Michigan-Forest and 22-Connecticut lines. The 7-Hoyt line is changed to operate over Baynes instead of Hoyt, creating the 7-Baynes/Richmond bus line. The 22-Connecticut line is changed to operate over Porter Avenue, extending to Walden and Bailey, creating the 22-Porter/Best line. In the summer, the Niagara Gorge line is discontinued, in favor of bus operation.
• 1937: Interurban service ends on August 19, on Lockport/Olcott and Niagara Falls "High Speed" lines. In addition, all remaining city of Niagara Falls service converted to bus operation.
• 1938: Lockport city streetcar lines converted to bus service on April 18.
• 1941: The 1-William and 18-Jefferson streetcar lines are converted to bus service on April 19. The 15-Seneca and 16-South Park car lines are converted to bus service on September 28.
• 1942: Three milestones were attained in 1942. On September 21, IRC hired their first group of woman employees, with the first African-Americans on October 11. On December 19, the IRC carried 765,880 passengers, the busiest day in its entire history.
• 1947: The Niagara Frontier Transit Commission is created to reorganize the IRC, and create a new agency, to be named the Niagara Frontier Transit System. On February 7, the 12-East Utica streetcar line is converted to bus service.
• 1948: The 2-Clinton and 6-Sycamore car lines are converted to bus service on February 20.
• 1949: Buffalo hosted the Eucharistic Congress, during the summer. The International Railway Company decided to run modified service on the 9-Parkside streetcar line, in which cars operated in 2 minute headways between Downtown and Hertel Avenue, while continuing over Hertel to Main and then via Main to Downtown. This was the last major event that the International Railway provided streetcar services for.
• 1950: The International Railway Company reorganizes and transfers assets to the Niagara Frontier Transit System. At this time, the Niagara Frontier Transit System continues operation of streetcars on three routes; 4-Broadway, 24-Fillmore via Hertel and 24-Genesee.

Streetcar and interurban network

Although the IRC operated crosstown services in their network, the primary services offered on the IRC were to and from Downtown Buffalo, with three apparent hubs used for a lengthy period of streetcar service.

The hub for most services on east side routes looped through the downtown area along Ellicott, North Division and Washington streets before branching back out to their respectable routes. The routes involved, included the Genesee (24) streetcar, the Sycamore (6) streetcar, the Broadway (4) streetcar, the William (1) streetcar, and Clinton (2) streetcar. Most notable for these routes is that transferring to routes outside of the loop required a one-block walk to Shelton Square to make connections with west-side and Main Street lines.

The hub for most services on west side routes looped through the downtown area through Shelton Square, the site where Main, North and South Division, Church and Erie streets meet. The routes involved include the Grant (3) streetcar, the Niagara (5) streetcar, the Hoyt (7) streetcar, and Elmwood (20) streetcar.

The third and final hub, for Main Street services, was lower Main Street, where streetcars made an on-street loop along Main, Perry, Michigan, South Park to Main. The routes involved were Main (8) streetcar, Parkside or Kenmore (9) streetcar, West Utica (10) streetcar, East Utica (12) streetcar, and Kensington (13) streetcar.

Divisions

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• Buffalo City: included local lines within Buffalo and suburban lines to Depew and Lancaster, the Kenmore-Gratwick line, and interurban lines to Niagara Falls, Lockport and Olcott Beach.

• Hertel Barn: Hertel and Military Road, Buffalo
• Cold Springs Barn: Main and Michigan, Buffalo
• Broadway Barn: Broadway and Greene, Buffalo
• Walden Garage: Walden and Lathrop, Buffalo
• Eagle Car Barn: Jefferson and Eagle, Buffalo
• Forest Barn: Forest and Abbotsford, Buffalo

• Niagara Falls: included local lines in the City of Niagara Falls, half of the international toll bridges in Niagara Falls and Lewiston, and the Buffalo-Niagara Falls interurban line.
• Canadian Park and River: included Niagara Falls, Queenston and Chippewa, and the other half of the international toll bridges.
• Lockport: included local lines in Lockport, the Buffalo-Lockport and Lockport-Olcott interurban lines.
• Seneca: Building at the corner of Seneca and Imson Streets in South Buffalo. Preservation Buffalo lists it as a possible IRC repair shop, however, have rumors have mentioned it as a power station for the South Buffalo area.

Fires and calamities

• April 12, 1904: Cold Spring car house had a fire during that morning. The car houses, and 35-40 cars were destroyed. Total loss, approximately $200,000.
• July, 1916: Cold Spring car house had a fire in the north wing of the complex. The loss included thirteen Nearside cars, the Elmwood and Greenwood funeral cars, and Tatonica, a private car used by the president, Edward G. Connette. Total loss, approximately $106,000.
• January 23, 1918: Forest Avenue car house. Destroyed forty-eight cars, and four snowplows and track sweepers. Twelve cars also slightly damaged. Total loss approximately $500,000. Forest Avenue shops served about 80 cars used on the Elmwood, Hoyt and Connecticut lines. About half of the cars were double-ended, and the rest were of the Nearside variety.
• February 6, 1918: Four cars destroyed that day, including three in another fire at the Cold Spring car house, valued at $15,000. The fourth car was destroyed while operating on the Hertel car line, due to a fire. The fourth car was valued at $4500.
• December 13, 1922: The paint shop at Cold Spring car house was completely destroyed. Thirty-one cars were destroyed in the fire, including nine Peter Witt cars, eleven double-end cars, three Nearside cars, four interurban cars, and four converted one-man cars.

Streetcar and interurban car routes

Route Number	Route Name	Inner Terminal	Route Traveled	Outer Terminal	Notes
1	William	N. Division and Washington	William	William at City Line	Service introduced as a horsecar line in 1874 Converted to electric streetcar line in 1892. All night service offered on this line. Service bused on April 19, 1941.
2	Clinton	N. Division and Washington	Clinton	Clinton and Wheelock	Service introduced as a horsecar line in 1888. All night service offered on this line. Service bused on February 20, 1948.
3	Grant	Shelton Square		Military and Skillen	West Avenue service began 1886. Service introduced as a streetcar line in 1893. All night service offered on this line. Service buses in 1935.
4	Broadway	N. Division and Washington	Broadway	Broadway and Wagner	Service introduced as a horsecar line in 1885. All night service offered on this line. Service bused on July 1, 1950.
5	Niagara	Shelton Square	Niagara, Hertel, Tonawanda, Vulcan Inbound service operates over Grace instead of Hertel	Niagara & Vulcan	Service introduced as a horsecar line on June 23, 1860 under the Niagara Street Railroad Company between Terrace and Black Rock. Buffalo Street Railroad Company takes over services 1868. Converted to an electric streetcar line in 1891. All night service offered on this line. Service bused in 1935.
6	Sycamore	N. Division and Washington	Sycamore, Walden Avenue	Sycamore and Randolph	Service introduced as a streetcar line in 1892. c. 1904, service was through-routed to Chicago Street line. All night service offered on this line. Service bused on February 20, 1948.
7	Hoyt		Richmond, West Ferry, Hoyt		Service introduced as a horsecar line in 1880. c. 1916; service through-routed with Seneca car line. All night service offered on this line. Service bused in 1935.
8	Main	Foot of Main Street	Main Street	Main and Kenmore	Service introduced as a horsecar line June 11, 1860 by the Buffalo Street Railroad Company between "Docks" and Edward. Service extended to Cold Springs (Main & Michigan) by July. Service extended to Delaware Park in 1879. Converted to an electric streetcar line in 1890 under the Buffalo Street Railroad Company. Service extended to Main City Line by 1897. All night service offered on this line. Service bused on June 19, 1950.
9	Parkside (Kenmore)	Foot of Main Street	Main, Florence, Parkside, Hertel, Virgil	Virgil and Kenmore	Service introduced as streetcar line called "Zoo" in 1898; operated only as far as Parkside and Belt Line crossing. Also known as "Kenmore" since earlier since cars extended from Virgil and Kenmore as an inter-urban via Kenmore and Delaware to the Palace Park amusement park near Delaware & Knoche, the City of Tonwanda and even further to Gratwick. Service bused on June 19, 1950. Original service had some cars continue Kenmore Avenue, and Delaware into the Tonawandas (Gratwick), serving Kenmore and Tonawanda. Service past Kenmore Avenue and Virgil replaced by "A" Delaware buses from Downtown Buffalo via Delaware Avenue in November, 1924.
10	West Utica		Main, West Utica, Chenango, West Ferry. Inbound cars operate, Hampshire, Winter, Massachusetts and Brayton from West Ferry Street to West Utica.		Service introduced as streetcar line in 1899 as a bi-directional belt line via Niagara, West Utica and Main. Service later removed as belt line, operating over Main and West Utica only. All night service offered on this line. Service bused on September, 1935.
11	East Ferry				Service assigned to weekends only, up to 1935.
11	Utica Crosstown				Replaced East Ferry streetcar service after it was abandoned. Service assigned to weekends only, up to 1935. Service operated as a combination of 10 West Utica and 12 East Utica cars, with the Main Street portion removed due to duplicate service offered on 8-Main, 9-Parkside, 13-Kensington cars.
12	East Utica		Main, East Utica, Fillmore, French, Kehr, East Ferry	Ferry and Wende wye	Service introduced as streetcar line in 1900. All night service offered on this line. Service bused on February 7, 1947.
13	Kensington		Main, Ferry, Grider, Kensington, Bailey	Bailey and Rounds (City Limits)	Service introduced as streetcar line in 1895. Original car service operated over Genesee, Kehr and Ferry to Grider. By 1904, routing via Main and East Ferry was used to Grider Service bused on June 19, 1950.
14 or Abt	Abbott Road		Seneca Street, Smith Street, Abbott Road	Abbott and Woodside	Service introduced as streetcar line in 1894.
15	Seneca		Seneca, Keating, Elk, Seneca. Inbound cars operate straight Seneca.	Seneca at City Line	Service introduced as streetcar line in 1891. Service bused late September, 1941.
16	South Park				Service began from Erie to Union Iron Works in 1898. Service introduced as streetcar line in 1894. Service bused late September, 1941.
17	Elk				Service introduced as streetcar line in 1891.
18 or Jef	Jefferson				Service introduced as horsecar line in 1873; became streetcar line November 10, 1894. Service bused on April 19, 1941.
19	Bailey	Bailey and Broadway	Bailey, Seneca	Swan and Seneca	Service introduced as streetcar line in 1916.
20 or E	Elmwood	Shelton Square	Elmwood Avenue	Elmwood and Blanche	Service introduced as horsecar line in 1889; becoming streetcar line in ####. Service bused in 1935.
21 or Mch-For	Michigan-Forest		Michigan, North, Masten, East Ferry, Michigan, Balcom, Linwood, Delavan, Delaware, Forest. Inbound cars operate Forest, Delaware, Delavan, Harvard, Michigan to Downtown Buffalo.		Service began 1874. Service bused September, 1935.
22 or Con	Connecticut	Niagara and Connecticut		Main and Allen	Service introduced as horsecar line in 1881; converted to streetcar line in ####. Service bused September, 1935, and became route 22 Porter-Best line (buses did not operate along Connecticut Street, but south on Summer Street or Porter).
23 or Fil-Her	Fillmore-Hertel				Hertel car service began in 1894, Fillmore service began in 1907. Line was the first crosstown line operated by the IRC, with trips not serving Downtown Buffalo. Service bused on July 1, 1950.
24 or G	Genesee				Buffalo Street Railroad Company begins service on this line, 1864. All night service offered on this line. Service bused on July 1, 1950.
25 or Bst	Best				Service introduced as streetcar line in 1897 by Buffalo Traction Company. Service abandoned, later reintroduced on route 22-Porter-Best bus route in 1935.
26	Chicago Street
26	River Road				Replaced Chicago Street service after abandonment.
27	River Road
27	Hamburg / South Park
28	Belt Line via Seneca
29	Belt Line via Gardenville
30	Hamburg / Orchard Park
	19th St (NF)				Service converted to bus operation in August of 1937.
	LaSalle				Service converted to bus operation in August of 1937.
	Main St (NF)				Service converted to bus operation in August of 1937.
	Niagara Street				Service converted to bus operation on August 22, 1937.
	Pine Av (NF)				Service converted to bus operation in August 22, 1937.
	Buffalo Av (NF)				Originally known as the Schlosser line, then the Power House car line before being named Buffalo Avenue. Original line continued Buffalo Avenue to North Tonawanda and Buffalo as part of the Niagara Falls "Old" Line?
	Riverview (NF)
	11th St (NF)
	Sugar St (NF) Hyde Park				Service discontinued in June of 1925, replaced by Hyde Park bus in 1931.
N	Niagara Falls Interurban - "Old Falls Line"				Service introduced September 20, 1895. Service ended July 1, 1922. Service into Niagara Falls replaced by Niagara Falls High Speed Line
F	Niagara Falls Interurban - High Speed Line		Main, Private ROW through to Tonawanda, LaSalle and Niagara Falls		Service began June 19, 1918. Service ended in August 19, 1937, replaced entirely by IRC bus service via Niagara Falls Boulevard or Delaware Avenue.
L	Lockport and Olcott Interurban		Main, Private ROW through to Tonawanda, Saunders Settlement Road to Lockport and Olcott Beach		Service from Buffalo to Lockport began 1898. Service extended to Olcott in 1900. Service ended in August 19, 1937. Replacement service from Buffalo to Lockport by Central Greyhound Lines of New York. Service changed to Lockport Bus Lines in 1962. Replacement service from Lockport to Olcott by Ridge Road Express. Service changed to Lockport Bus Lines in 1947.
G	Buffalo, Depew, Lancaster - Interurban				Service ended August 22, 1931. Service replaced by competing Buffalo Transit Company service, ending IRC interest past Buffalo City Line to the east of Buffalo. Replacement service in similar area operated by Red Bus Lines, and Buffalo Transit Company
	Gratwick - North Tonawanda Local				Service began June 30, 1884 Service discontinued July 1, 1922 Service replaced by Carpenter's Rapid Transit bus service in 1922.
	Buffalo and Williamsville
	Lockport City				Service began in 1885. Service changed to operate by International Railway Company in 1902. Routes were Belt Line (one-way loop over Main, Hawley, Grand, Goodlng and Market to Main), East Avenue-Hawley Line, and Locust Street Line. Streetcar service ends in April 18, 1938 replaced by International Railway Company buses, then replaced by Lockport Bus Lines in 1939.
	Great Gorge Route				Service began 1895. 1917 accident killed 50 passengers after car left tracks and plunged into the Niagara River, near the Devil's Hole. Service ended before the end of summer, 1935 due to changing tourist preferences (rail vs. bus).
	Chippawa (Ont.)	Upper Steel Arch Bridge		Chippawa
	Queenston (Ont.)	Upper Steel Arch Bridge		Queenston

Streetcar equipment

After inheriting equipment from other agencies, the IRC began standardizing their fleet, with two primary streetcars in their rolling stock.

The standard livery was comprised of likely a dark green color similar to "Pullman Green" with a dark rust colored roof and trim. Later, the livery was changed to a dark orange color with cream or ivory trim with brown-colored roofs.

Nearside streetcar

The first streetcar that the IRC purchased that became the start of a semi-standardized fleet with the IRC was the Nearside Streetcar. These streetcars were purchased for the IRC between 1911-1913, and numbered in the series 6000-6363. Both the J. G. Brill Company and Kuhlman Car Company provided cars to the IRC.

These cars were purchased on advice of Mitten Management, the company that provided management oversight for the IRC, in an arrangement similar to that with the Philadelphia agency.

A notable feature with these cars is the P.A.Y.E. (pay as you enter) feature, a shift from a two-person manned car to a single person operation, with the theory of savings in labor costs. The operator of the car would also conduct the business of the conductor, collecting fares at the front of the streetcar upon boarding.

Peter Witt streetcar

The Peter Witt streetcar, purchased between 1911-1913, and numbered 100-229 were smaller cars that would supplement the service offered by the larger Nearside cars. These cars were built by the Kuhlman Car Company of Cleveland, Ohio, delivered on their own wheels and under their own power, using the series of trackage on interurban lines between Cleveland and Buffalo.

Special cars

Other cars specially built for the IRC were made available for different functions, outside of normal passenger service.

The Elmlawn, Greenlawn and Greenwood (two different cars) were four funeral cars that were used to transport passengers in a funeral group to a cemetery, while the Ondiara (later Niagara) and Tatonica was built for dignitaries visiting the city.

Streetcar and interurban roster

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Fleet number(s)	Thumbnail	Order	Year	Manufacturer	Model	Ends	Motors	Trucks	Roofs	Notes
10-30			1895	Patterson & Corbin						Order number unknown. Ex-Buffalo Street Railroad Company. Produced in St. Catharines, ON.
100-194		In-house	1890	BSRC			2GE-57			Order built in-house. Ex-Buffalo Street Railroad Company. Assumed retired by 1917.
100-124		645	1917	Kuhlman	Peter Witt					Rebuilt in 1923. Retired in 1950.
125-149		646	1917	Kuhlman	Peter Witt					Rebuilt in 1923. Retired in 1950.
150-174		649	1917	Kuhlman	Peter Witt					Rebuilt between 1926-1934. Retired in 1950.
175-199		650	1917	Kuhlman	Peter Witt					Rebuilt between 1926-1934. Retired in 1950.
200-229		657	1918	Kuhlman	Peter Witt			Brill 77E1		Rebuilt between 1926-1934. Retired in 1950.
380-499			1895	Brill			2GE-1000 (34) 2GE-57 (38) 2GE-80 (28)			Ex-Buffalo Street Railroad Company. 442-473 rebuilt in 1917.
500-509			1900	Brill			4GE-57			Ex-Buffalo Street Railroad Company. Rebuilt 1912.
600-649		9832	1899	Brill						Ex-Buffalo Street Railway 600-649. Assumed retired by 1917.
650-699		9833	1899	Brill						Ex-Buffalo Street Railway 650-699. Assumed retired by 1917.
600-699 (2nd)			1917-1919	Kuhlman	Peter Witt					Open air cars, rebuilt to enclosed car type by Kuhlman Car Company in 1930. Retired in 1938.
700-719		6418	1895	Brill			4GE-67			Ex-Buffalo and Niagara Falls Electric Railway (Old route) 11-30. Assumed retired when fifteen 4000-series cars entered service in 1904.
720-746		6982	1896	Brill			4GE-67			Ex-Buffalo and Niagara Falls Electric Railway (Old route) 31-45. Assumed retired when fifteen 4000-series cars entered service in 1904.
785-786		8471	1898	Brill				Brill 27		Received in 1902. Ex-Buffalo and Lockport Railway 60-61.
792-799		8470	1898	Brill				Brill 27		Received in 1902. Ex-Buffalo and Lockport Railway 52-59.
800-849			1900	BSRC			GE-67			Ex-Buffalo Street Railroad Company.
921-976		In-house	1900	St. Louis						Order built in-house. Ex-Buffalo Street Railroad Company.
1000-1049		12950	1903	Brill						Order number 12950 as double-ended trailer cars. Sixteen cars (1020-1025, 1040-1049) rebuilt to motor cars at unknown time. Ordered by International Traction Company (parent company) for IRC. Four cars to Williamsport Passenger Railway 19-22, in 1912. Two of these cars continue to Jersey Shore Electric Railway 12-13, in 1917. Undisclosed number of cars to St. Johns Railway. Undisclosed number of cars to Interstate Public Service (IN). Undisclosed number of cars to Tulsa Street Railway.
2000-2019		634	1916	Kuhlman	Peter Witt		GE-203P			Baggage cars. Livery with yellow body, red doors and black trim. Used on the Depew-Lancaster line, and the Niagara Falls High Speed Line. Assumed retired when services ended in 1937.
3000-3049		229	1903	Kuhlman			GE-57			Regularly assigned to light-duty routes on Buffalo's west side, and the city of Niagara Falls. Retired in 1937. Twenty cars rebuilt in 1916, one of which is 3032. Done on order number 633.
4000?		14168	1905	Brill	Interurban		GE-57 (motor cars)			Assumed number, falling in line with conventional numbering scheme.
4001-4023		13337	1904	Brill	Interurban		GE-57 (motor cars)			Order placed was for 24 motor cars (#4000-4023), with 13 trailer cars (#4024-4036) for added capacity. Motor cars converted to one-man operation in 1929. Used on Buffalo-Niagara Falls "old" line, and Buffalo-Lockport-Olcott line.
4024-4035		13339	1904	Brill	Interurban		GE-57 (motor cars)			Order placed was for 24 motor cars (#4000-4023), with 13 trailer cars (#4024-4036) for added capacity. Motor cars converted to one-man operation in 1929. Used on Buffalo-Niagara Falls "old" line, and Buffalo-Lockport-Olcott line. Retired in 1937.
5000-5024		305	1906	Kuhlman			GE-80
5025		314	1906	Kuhlman			GE-80
5026-5074		318	1906	Kuhlman			GE-80
5075-5149		320	1906	Kuhlman			GE-80
5150		327	1906	Kuhlman			GE-80
5151-5199		348	1907	Kuhlman			GE-80
5300		17544	1910	Brill	Pre-Pay					Experimental car produced for Mitten Management.
6000		17731	1911	Brill	Nearside			Brill 39E
6001		17672	1911	Brill	Nearside			Brill 39E
6002-6061		17733	1911	Brill	Nearside			Brill 39E
6062-6160		524	1912	Kuhlman	Nearside			Brill 39E1
6161-6261		532	1912	Kuhlman	Nearside			Brill 39E1		Three cars to Lincoln Traction Company (NE) 8000-8002, then renumbered 700-702. 6236 replaced in 1916 with new 6236.
6262-6363		18602	1912	Brill	Nearside			Brill 39E		Originally, order for 100 cars. Raised to 102, then 103.
6236 (2nd) 6364-6370		631 (K) 20041 (B)	1916	Brill (8) Kuhlman (10)	Nearside		WH-306			Eighteen cars as possible emergency replacements for other cars in the 6###-series group. Assumed replacement cars for July, 1916 fire at Cold Spring barns. 6236 may have been able to be rebuilt instead of replaced. Joint effort between Kuhlman and Brill.
7000-7011		18374	1912	Brill	Nearside		GE-200			Single-truck (21' OB), double-ended cars. Order expanded from 10 to 12 cars. Likely used on Lockport City routes.
7012-7016		18695	1913	Brill	Nearside		2-GE-200			Single-truck (21' OB), double-ended cars. Likely used on Lockport City routes. Two reportedly sold to Hagerstown and Frederick Railway (MD) 64-65.
Elmlawn			1916	Brill			GE-1000			Funeral car.
Elmwood			1895	Brill			GE-1000			Funeral car. Ex-Buffalo Railway Company. Destroyed in fire at Cold Spring barns in 1916.
Greenwood (1st)			1898	Brill			GE-1000			Funeral car. Ex-Buffalo Railway Company. Destroyed in fire at Cold Springs barns in 1916. Replaced same year by 2nd Greenwood.
Greenwood (2nd)			1916	Brill			GE-1000			Funeral car.
Ondiara		11068	1898	Brill			GE-1000			Private car Ex-Buffalo Railway Company. Private car built for visiting dignitaries, and special use. Used in President McKinley visit at Pan American Exposition in 1901. Later named Niagara, in 1930. Also rebuilt/replaced with GE-57 motor.
Tatonica			1892	Crossen			GE-1000			Private car built for visiting dignitaries and special use. Ex-Buffalo Railway Company. Destroyed by fire at Cold Springs barn in 1916.

Legend:

• Motors: (GE) General Electric, (WH) Westinghouse
• Trucks: (DE/SE) Double/Single-ended, (DT/ST) Double/Single-truck

Connections to competing/neighboring agencies

Although the International Railway Company was an amalgamation of a number of agencies for the Buffalo, Niagara and Southern Ontario area, separate agencies did exist, and met with it streetcars and buses.

This section is incomplete.

Bus network

In 1923, the IRC created the International Bus Company (IBC), with the inauguration of bus service between Buffalo and Niagara Falls, New York. The route slowly began replacing previously offered interurban service via Main Street and a ROW (right-of-way) between Main and Lasalle streets and the City of Tonawanda. The bus service began operating over Main Street, West Utica Street, Delaware Avenue into the town and city of Tonawanda, then through the city of North Tonawanda, where is arrived at River Road and followed it through Buffalo Avenue to downtown Niagara Falls. Later, in September of the same year, a second route was opened on Bailey Avenue (route B), between Broadway and Winspear Avenue.

In early November, 1924, the IBC opened service using double-decker buses on Delaware Avenue (route A), between the Terrace and Albright Knox Art Gallery.

In January, 1925, the IBC opened service on its third bus route, Delavan Avenue (route D). The route operated from Niagara Street to Bailey Avenue.

On August 28, 1928, concurrent with the opening of the new Virgil Loop at Kenmore and Virgil Streets, Delaware (route A) buses were extended to the city of Tonawanda, replacing interurban rail service.

In January, 1929, Bailey Avenue (route B) service was extended from Bailey, along Kensington to Hanley Road. In June, and express service route was opened between Downtown Buffalo and the recently opened New York Central Terminal in the east side of Buffalo (route D).

By the mid-1930's, when the IBC was amalgamated with the IRC, bus routes were eventually assigned numbers, instead of lettered routes, coinciding with bus routes replacing many of the streetcar lines that had existed. Delaware Avenue service was assigned route 25, Delevan Avenue service was assigned route 26, Bailey Avenue service (merged with the Bailey Avenue streetcar service that operated south of Broadway) was route 19, and Central Terminal service was assigned route 17.

Bus routes (under International Bus Company)

• A (Delaware Avenue) began service November 2, 1924; renumbered as IRC route 25-Delaware June 1, 1935.
• B (Bailey Avenue) began service September 7, 1923 Winspear to Broadway; renumbered as IRC route 19-Bailey/McKinley June 1, 1935.
• B (Bailey Avenue) began service January 25, 1929 Broadway to Hanley Road via Bailey and Kensington
• C (Delavan Avenue) began service January 11, 1925; renumbered as IRC route 26-Delavan June 1, 1935.
• D (Central Terminal) began service June 22, 1929; renumbered as IRC route 17-Central Terminal via Broadway, Fillmore and Padereski Street June 1, 1935.

Bus routes (under International Railway Company)

• 1 William (replaced service on 1 William streetcar line April 19, 1941)
• 2 Clinton (replaced service on 2 Clinton streetcar line February 20, 1948)
• 3 Grant (replaced service on 3 Grant streetcar line in 1935)
• 4 Broadway (replaced service on 4 Broadway streetcar line July 1, 1950)
• 5 Niagara (replaced service on 5 Niagara streetcar line in 1935)
• 6 Sycamore (replaced service on 6 Sycamore streetcar line February 20, 1948)
• 7 Baynes-Richmond (replaced service on 7 Hoyt streetcar line in 1935)
• 8 Main (replaced service on 8 Main streetcar line June 18, 1950)
• 9 Parkside-Zoo (replaced service on 9 Kenmore streetcar line on June 18, 1950)
• 10 West Utica (replaced service on 10 West Utica streetcar line September, 1935)
• 11 Colvin (replaced branch service on 25 Delaware bus service, serving Colvin Avenue)
• 12 East Utica (replaced service on 12 East Utica streetcar line February 7, 1947)
• 13 Kensington (replaced service on 13 Kensington streetcar line June 19, 1950)
• 14 Abbott Road (replaced service on 14 Abbott streetcar line)
• 15 Seneca (replaced service on 15 Seneca streetcar line September 28, 1941)
• 16 South Park (replaced service on 16 South Park streetcar line September 28, 1941)
• 17 Central Terminal (transferred from D-Central Terminal route of International Bus Company)
• 18 Jefferson (replaced service on 18 Jefferson streetcar line April 19, 1941)
• 19 Bailey-McKinley (transferred from B-Bailey route of International Bus Company)
• 20 Elmwood (replaced service on 20 Elmwood streetcar line in 1935)
• 21 Michigan-Forest (replaced service on 21 Michigan-Forest streetcar line)
• 22 Porter-Best (replaced similar service on 22 Connecticut streetcar line in 1935)
• 23 Fillmore-Hertel (replaced service on 23 Fillmore-Hertel streetcar line)
• 24 Genesee (replaced service on 24 Genesee streetcar line)
• 25 Delaware (transferred from A-Delaware route of International Bus Company)
• 26 Delavan (transferred from C-Delavan route of International Bus Company)

Bus equipment under International Bus Company and International Railway Company

The International Bus Company, then the International Railway Company, represented many different manufacturers and models in their bus fleet. Some of the bus fleet included manufacturers such as White, Mack, and Twin Coach.

A representation of their fleet is as follows:

Fleet Number(s)	Thumbnail	Serial numbers	Year	Manufacturer	Model	Engine	Transmission	Notes
			1923	Atlas Coach Brill				Single floor. Unknown number of units or fleet numbers. First buses purchased for IBC by Mitten Management, from a Pennsylvania Atlas dealer.
100-110?			1923	Yellow				Double-decker model. All buses retired by 1936.
200-209			1924	Yellow				Leased buses. Open top double-decker model. All buses retired by 1925, replaced by Yellow Coach gas-electric buses.
3##			1925	Yellow	Z-Series			Double-decker model. Gas-electric. All buses retired by 1936.
400-403		2368-2369, 2367, 2338	1926	Yellow	Z-AH-260			To Philadelphia Transportation Company 640-643 in 1930.
404-413		7271-7276, 7279, 7278, 7277, 7280	1926	Yellow	Z-AH-312			To Philadelphia Transportation Company 653-658, 645, 644, 659-660 in 1930.
500-564			1923	Yellow	Z-series "City-service"			Gas-electric model. Dark green, cream and black livery used. Most buses stayed active until the late 1940s.
600-605			1934	White				22 passenger coaches, primarily used on 17 Central Terminal and 22 Porter/Best route. Last series of buses purchased by International Bus Company. Buses retired prior to 1941.
700-747			1935	Mack	6-CW-3S			Olive, cream and silver livery used. Transferred to Niagara Frontier Transit System in 1950.
748-772			1935	Mack	6-CW-3S			Transferred to Niagara Frontier Transit System in 1950.
773-854			1936	Mack	6-CW-3S			Transferred to Niagara Frontier Transit System in 1950.
855-859			1936	Mack	6-CW-3S			Transferred to Niagara Frontier Transit System in 1950.
860-1019			1937	Mack	6-CW-3S			38 units transferred to Niagara Frontier Transit System in 1950.
1100-1149			1939	Mack	CW-3G			Transferred to Niagara Frontier Transit System in 1950. Some buses reportedly sold to Wooley Bus Lines by NFTS in 1953.
3000-3089			1941	Mack	LC			Transferred to Niagara Frontier Transit System in 1950. Buses retired by NFTS 1958. Double-door entry.
3090-3099			1941	Mack	LC			Transferred to Niagara Frontier Transit System in 1950. Buses retired by NFTS 1958. Transferred to Niagara Frontier Transit System in 1950. Single-door entry. Equipped with trumpet horns and used on inter-urban services between Buffalo and Niagara Falls, through Tonawanda or Niagara Falls Blvd.
3100-3164			1941	Mack	LC			Transferred to Niagara Frontier Transit System in 1950. Buses retired by NFTS in 1958. Double-door entry.
3200-3214			1936	Yellow	728			Ex-Madison Bus Company of Madison, WI. Purchased in 1946. Buses retired by 1949.
3700-3759		1167-1216, 1227-1236	1949	Mack	C-37-DT	END-510		Transferred to Niagara Frontier Transit System in 1950.
4000-4034			1941	Mack	CM			Transferred to Niagara Frontier Transit System in 1950. All buses retired by 1957.
4100-4149		1183-1232	1947	Mack	C-41-GT	END-672		Transferred to Niagara Frontier Transit System in 1950. Ordered in 1945, but delivered late due shortage of parts. Buses painted in new red, cream and silver livery.
5000-5170		93-102, 120-130, 542-591, 887B-986B	1947	Twin Coach	41-S			Transferred to Niagara Frontier Transit System in 1950. Some buses eventually find their way to Harrisburg Railways Company in 1959. Out of 38 buses sold, 18 entered service as fleet numbers 1041-1058. Buses assembled locally, in Cheektowaga, NY. Fleet number 5052 and six other buses damaged heavily by striking workers at Bell Aircraft in Wheatfield during September 8, 1949. Striker and sympathizers smashed windows on the buses, when non-strikers were found on the buses. Four were injured by flying glass and stoners, which in turn, stalled the drivers' visions to escape.

Rolling stock color scheme

From the beginnings of the IRC, the IRC inherited a number of streetcars from the agencies that were absorbed into the system. Some of the vehicles maintained their color scheme until they were repainted, while others were painted a particular color scheme to separate them from the rest of the rolling stock.

Here's a representation of some of the schemes used over time.

• The cars used on the Broadway car line wore a violet color, when operating between Downtown Buffalo and Emslie Street
• The cars of the Buffalo Street Railway wore a bright yellow color.
• The cars of the Jersey Street line wore a green color.

Cars purchased by the IRC had four possible color schemes:

• Niagara Falls High Speed Line cars were yellow with red doors, grey roofs and black striping.
• Earlier streetcars were a dark green (possibly Pullman Green), with a rust colored roof, with gold leaf lettering.
• Later, streetcars were orange, with dark cream roofs, and black accents.
• The final paint scheme had cars painted a bright red, with grey roofs with silver trim.

References

v·d·e
Streetcars and Buses
Former Streetcars	100-229 - 2000-2019 - 3000-3049 - 4000-4035 - 5000-5199 - 6000-6370
Streetcar Manufacturers
Former Buses	100s - 200s - 300s - 400s - 500s - 600-605 - 700-747 - 748-772 - 773-854 - 855-859 - 860-1019 - 1100-1149 - 3000-3089 - 3090-3099 - 3100-3164 - 3200-3214 - 3700-3759 - 4000-4034 - 4100-4149 - 5000-5170
Bus Manufacturers	General Motors - Mack - Twin Coach - White - Yellow Coach
Former Streetcar and Bus Divisions	Broadway - Cold Spring - Hertel - Lathrop - Lockport - Niagara Falls
Routes
Streetcar	Albany and School - Bailey - Baynes and Hoyt - Best - Broadway - Cazenovia - Chicago - Clinton and Eagle - Connecticut - Elk - Elk and South Park - Elmwood - Ferry - Forest - Genesee - Grant - Herman - Hertel - Jefferson - Kensington - Main - Michigan - Niagara - Seneca - Sycamore - Sycamore-Chicago - West Avenue - William - Parkside-Zoo
Interurban and Suburban	Bellevue-Depew-Lancaster - Depew (Genesee) - Gardenville - Grand Island - Hamburg - Kenmore - Niagara Falls (Old) - Niagara Falls (High Speed) - Tonawanda (Old) - Tonawanda (New) - Lockport
Bus	Delaware - Bailey - Delavan - Central Terminal
Other defunct regional transit agencies of the era
Other defunct transit agencies of the Buffalo - Niagara region	Blue Bus | Buffalo and Akron Transit Company | Buffalo and Erie Railway | Buffalo and Lake Erie Traction Company | Buffalo, Lockport and Rochester Railway | Buffalo Street Railway | Buffalo Transit Company | Crosstown Street Railway Company | Erie County Traction Company | Erie County Motor Coach Lines | Genesee Bus Lines | Hamburg Bus Company | International Bus Company | Lewiston and Youngstown Frontier Railway | Lockport Bus Lines | Red Bus Lines (Buffalo, NY) | Ridge Road Express | Westside Street Railway | Wooley Bus Lines
Historical Timeline of the International Railway Company
History	1902-1911 | 1912-1921 | 1922-1931 | 1932-1941 | 1942-1950