The Midland Railway System formed to became a series of railway lines that radiated out from Toronto and other Lake Ontario ports to the east, connecting them with communities deep in the growing Province and beyond to the shores of Georgian Bay. Its eventual consolidation in December 1881 of over eight separately chartered projects, to a certain extent organized by the Grand Trunk Railway, created a compact and efficient railway system that controlled the railway transhipment of product over most of Central Ontario. The following is an overview of each line that eventually found its way into the Midland system.
Location: The railway was constructed from the community of Port Hope on the shores of Lake Ontario north to Beaverton on Lake Simcoe and, ultimately to the southern reaches of Georgian Bay at Midland.
History: The Port Hope, Lindsay & Beaverton Railway (PL&BR) is the original line from which eventually grew the Midland Railway System. The project was first incorporated in December 1846 as the Peterborough & Port Hope Railway to compete with the nearby Cobourg & Peterborough Railway venture. The company remained dormant for over seven years, during which time the rival line to the east was constructed. As a result, the northern terminus of the railway was altered to Lindsay with permission granted for an extension to Beaverton on the shores of Lake Simcoe. To reflect these changes, the company's name was changed to the Port Hope, Lindsay & Beaverton Railway in December 1854. Samuel Zimmerman was granted the contract for construction. Leading into 1856, the companies financial situation became grave whereby monies were transferred to it by the Province and Grand Trunk Railway to keep the venture afloat. In spite of the difficulties encountered, the line was opened for traffic in December 1857 between Port Hope and Lindsay, a distance of 40 miles (64 km). In May 1858, with the failure of the Cobourg line, a branch was constructed from Millbrook to Peterborough by Tate and Fowler, local GTR contractors. This segment was purchased from the builders and added to the railway in 1866.
Although the number of families settling in the northern reaches of Lake Ontario were increasing daily, there was only a limited amount of traffic the area could produce that, for the most part, was not sufficient to make a profit. As a result, the railway looked to expansion as the answer, hoping to tap into the lucrative grain trade operated on the Great Lakes. To reflect this new initiative, the line was reorganized as the Midland Railway in December 1869. At this point in time, Adolph Hugel of Pittsburg, Pennsylvania obtained controlling interest in the line. Authority was soon granted for the construction of a town site to be known as Midland on Georgian Bay in Severn Sound, a location that possessed an excellent harbour, to obtain the lakehead traffic via the shorter overland route. In addition, during 1870, a branch line was constructed north from Peterborough to Lakefield. The long awaited extension to Beaverton was completed in June 1871 while the Midland extension to Georgian Bay was nominally finished in August 1875 by Walter Shanly and others. It was officially opened for traffic in 1879, the delay caused in part by a serious corporate financial situation. As the 1880's approached, the finances of the company improved as it prepared for expansion and consolidation (see below).
Approximate Mileage: Pending.
Current Status: Under Canadian National ownership, the line formed part of the Campbellford, Uxbridge and Midland Subdivisions. The PL&BR have been abandoned in the following manner: Millbrook Jct. to Omemee 1927, Millbrook to Port Hope 1957, Atherley to Beaverton 1963, Beaverton to Lindsay 1966, Lindsay to Omemee 1989, Uhthoff to Midland 1994, and from Uhthoff to Atherley in 1997.
Principle Stations: Port Hope, Campbellford, Millbrook Junction, Peterborough, Lakefield, Omemee, Lindsay, Beaverton, Gamebridge, Brechin, Atherly Junction, Orillia, Medonte, Coldwater, Waubaushene, Victoria Harbour and Midland.
Remaining Stations:
A total of seven PL&BR stations have survived. They are as follows:
1. Port Hope: Commercial building in original location in behind of Walton Street.
2. Campbellcroft: Location unknown, possibly as a house.
3. Lakefield: In original location on Stanley Street as a commercial use.
4. Omemee: Moved to a local school as a Lions Club building.
5. Lorneville Junction: Moved to property on Highway No. 46 as a storage building.
6. Coldwater: Moved to property nearby as a residence.
7. Sturgeon Bay: Moved to Coldwater Canadiana Museum as a display building.
Location: The railway linked the Lake Ontario community of Whitby with Lindsay to the north.
History: The venture was originally incorporated in March 1868 as the Port Whitby & Port Perry Railway Company to construct a railway between its two namesake communities. The 20 mile (32 km) route was opened for traffic in July 1871. With initial business viewed as being successful, the company grew ambitious and in March 1874 changed its name to the Whitby & Port Perry Extension Railway Company with authority to build out to the Pacific Ocean. After reality set in, it was decided to construct northward only to Lindsay, thus altering the name once again to the Whitby, Port Perry & Lindsay Railway Company (WP&LR) in March 1877. The extension was opened for traffic in August of that year. The company arranged for the use of steamers on Lake Ontario to connect with American ports to provide traffic at Whitby and along the line. Soon after completion of the Lindsay leg, the railway became involved in a damaging rate war with the Midland Railway that lasted until the late 1870's. In order to end the situation before it destroyed both companies, the two lines agreed in 1879 to divide gross earnings. Being the weaker of the two properties, the WP&LR was consolidated into the Midland Railway System in December 1881.
Approximate Mileage: Pending.
Current Status: Under the ownership of Canadian National, the WP&LR formed part of the Uxbridge and Whitby Subdivisions. The track was abandoned in the following manner: From Port Perry to Manilla Jct. 1937, Whitby to Port Perry 1941, and from Manilla Jct. to Lindsay in 1991.
Principle Stations: Whitby, Myrtle, Port Perry and Lindsay.
Remaining Stations: Only one WP&LR station has survived, that being the building located in Port Perry. It has been moved to property on Water Street as a florist store with residential above.
Location: The Victoria Railway was constructed between the railway town of Lindsay and the northern community of Haliburton.
History: The Victoria Railway was first incorporated in February 1871 as the Fenelon Falls Railway Company by George Laidlaw and H.P. Dwight as an immigration scheme to settle the far reaches of what was to become Haliburton County. When the venture failed to receive government approval, Laidlaw expanded the project by renaming the line in March 1872 as the Lindsay, Fenelon Falls & Ottawa Railway Company with authority to build east to the Mattawa River Valley. Although most of the country the line would pass through was rugged and barren, it was anticipated that iron ore bodies in conjunction with vast timber limits would provide the company with adequate operating revenues. The name of the railway was subsequently changed to the Victoria Railway in March 1873. Construction commenced in August 1874. Interestingly, portions of the line were built by John Ross and William Mackenzie, notable railway men of the future. Construction crept along slowly as funds permitted with the line finally being opened for traffic its entire length in November 1878. As the anticipated mineral production never materialized, the railway languished for a number of years until being purchased by the Midland Railway as an expansion to its network in December 1880.
Approximate Mileage: 56 miles
Current Status: The entire line was known by Canadian National as the Haliburton Subdivision. It was abandoned in 1981.
Principle Stations: Lindsay, Fenelon Falls, Kinmount and Haliburton.
Remaining Stations:
A total of three Victoria Railway stations have survived. They are as follows:
1. Kinmount: In original location off Highway No. 503 as a seniors centre.
2. Howland Jct.: Moved to property nearby on Howland Junction Road as a shed.
3. Haliburton: In original location in park off York Street as an art guild and museum.
Location: The Grand Junction Railway was built to link the Lake Ontario community of Belleville with the interior town of Peterborough to the northwest.
History: Incorporated at an early date in November 1852 as the Grand Junction Railroad Company, the railway's original purpose was to form a northern loop for the proposed Grand Trunk Railway, extending north from Belleville through Peterborough and then on to Toronto. When the Grand Trunk ran into some financial difficulties, however, the matter was abandoned. In May 1870, the charter was revived by prominent citizens of Belleville as the Grand Junction Railway Company for the express purpose of drawing trade from the interior towns to the community. After remaining dormant for a number of years, the line was finally completed by Walter Shanly a total distance of 90 miles (145 km) from Belleville via Stirling and Hastings to Peterborough in January 1880. Proposed extensions beyond Peterborough to Georgian Bay were abandoned. Initially, attempts were made to compete with the Midland Railway through rate cutting, a move that financially nearly destroyed the Grand Junction. The line was absorbed by the Midland Railway in December 1881.
Approximate Mileage: 90 miles.
Current Status: The railway formed part of the Campbellford Subdivision under Canadian National ownership. The entire route was abandoned in 1987.
Principle Stations: Belleville, Madoc Junction, Stirling, Campbellford, Hastings, Keene and Peterborough.
Remaining Stations: Only one station building has survived, that being the structure located in Stirling. It has been converted into a museum.
Location: This small railway was built between the small villages of Madoc Junction, located on the Grand Junction Railway just east of Stirling, and Eldorado, passing through Madoc.
History: The Belleville & North Hastings Railway Company (B&NHR) for the most part was a subsidiary of the Grand Junction Railway. Incorporated in 1874, the narrow gauge line extended for a distance of 15 miles (25 km) north from Madoc Junction on the GJR to Eldorado to exploit iron ore deposits in the area. Construction was begun in 1878 by Francis Shanly with the line completed and open for traffic by January 1880. It was absorbed by the Grand Junction in July of that year and passed into the hands of the Midland with that company in 1881.
Approximate Mileage: 15 miles.
Current Status: Known as the Madoc Subdivision, the line between Madoc and Eldorado had been abandoned in 1913 while the remainder was abandoned by 1984.
Principle Stations: Madoc Junction, Crookston, Madoc and Eldorado.
Remaining Stations: No B&NHR stations have survived.
Location: The Toronto & Nipissing Railway was constructed between the City of Toronto northeast through Lindsay to the lumber village of Coboconk.
History: Chartered in March 1868, the Toronto & Nipissing Railway Company (T&NR) was proposed to open up the northeastern reaches of Toronto for trade and traffic. Finances for the company were backed by influential Toronto businessmen that included William Gooderham, J.G. Worts and Sir Henry Pellatt. A construction contract was let to the J. Ginly Company in the fall of 1869. In order to save on costs, it was decided that a narrow gauge concept would be adopted, in spite of the limitations placed on the railway as it relates to the interchange of rolling stock. The railway extended 90 miles (145 km) northeast from Scarborough to Coboconk where it was hoped connections could be made with lake and river steamers. Future plans included extending the line east to the Ottawa Valley and north to Lake Nipissing. To access harbour facilities along the Toronto shoreline, a third rail was run along the Grand Trunk Railway from the T&NR downtown Toronto terminal facilities.
As was customary at the time, the project was heavily subsidized by municipal and federal grants. After the line was opened for traffic in July 1871 to Uxbridge, the contractor walked away from the project, leaving the company to complete all outstanding work. Having sunk too much money into the line to abandon it, the promoters continued on with the work. By November 1871, the railway was opened to Cannington with the final section ready for traffic to Coboconk in November 1872. From there, construction came to a permanent halt as the line never made enough money to justify an extension. In the fall of 1881, surveys were initiated for a route that would extend north from Coboconk to Lake Nipissing, however, all plans were shelved when the line was amalgamated within the Midland Railway System in December 1881.
Approximate Mileage: 90 miles.
Current Status: The T&NR formed part of Canadian National's Uxbridge, Cannington and Coboconk Subdivisions. Tracks have been abandoned in the following manner: From Lorneville to Coboconk 1965, Woodville to Lorneville 1966, Blackwater to Woodville 1986, and from Stouffville to Blackwater in 1991. The tracks between Stouffville and Uxbridge have been rehabilitated by the York-Durham Heritage Railway Association as a heritage railway.
Principle Stations: Scarboro Junction, Unionville, Markham, Stouffville, Uxbridge, Blackwater Junction, Cannington, Woodville, Lorneville Junction, Kirkfield, Victoria Road and Coboconk.
Remaining Stations:
A total of eight T&NR stations have survived. They are as follows:
1. Unionville: In original location at 7 Station Lane as a business.
2. Markham: In original location at 15 Station Street as a business and GO Transit stop.
3. Uxbridge: In original location at Railway Street as a railway museum.
4. Woodville: Converted into a storage building on Highway No. 46.
5. Lorneville Jct.: Moved to property on Highway No. 46 as a storage building.
6. Kirkfield: In original location on Highway No. 503 as a residence.
7. Victoria Road: In original location on Highway No. 505 as a residence.
8. Coboconk: Recently moved locally for restoration, location unconfirmed.
Location: The railway extends between the communities of Stouffville on the Toronto & Nipissing Railway, north to Jackson's Point on the shores of Lake Simcoe.
History: Essentially a subsidiary of the Toronto & Nipissing Railway, the Lake Simcoe Junction Railway Company (LSJR) was incorporated in March 1873 and subsequently leased to the Toronto & Nipissing for a 21 year period commencing in October 1876. Construction began in early 1877 by Francis Shanly with the line open for traffic to Jackson's Point in October 1877. The railway was formally amalgamated with the Toronto and Nipissing in December 1879.
Approximate Mileage: Pending.
Current Status: The railway was known as the Sutton Subdivision. The railway has been abandoned in the following manner: From Stouffville to Zephyr in 1928, Sutton to Jackson's Point in 1929, and from Zephyr to Sutton in 1979.
Principle Stations: Stouffville, Mount Albert, Zephyr, Brown Hill, Sutton and Jackson's Point.
Remaining Stations: Only one station remains on the LSJR, that being the Sutton station. It has been moved to the Georgina Historical Park on Civic Centre Road as a display building.
History: The Toronto & Ottawa Railway (T&OR) project was originally incorporated in March 1874 as the Huron & Quebec Railway Company to construct a line from Goderich east to Toronto with branches extending out to Sarnia, Fergus, Elora and Guelph, where it would connect with the projected Ontario & Quebec Railway. This latter line was secured by Hugh Allen to form part of the original Canadian Pacific Railway scheme. In 1877, the company changed its name to the Toronto & Ottawa Railway Company and altered its plans for the construction of a competing line to the O&QR. Remaining mostly a paper company, portions of its charter were used by the Midland Railway to connect three links in its system. The links as constructed included the following: from Peterborough to Omemee (opened late 1883, abandoned 1989), Manilla to Wick (Blackwater Junction, opened January 1883 and abandoned 1991) and from Bridgewater Junction near Madoc to Bridgewater (Actinolite, opened July 1882 and abandoned 1884).
In 1879, the Whitby, Port Perry & Lindsay Railway became the first line to come under the influence of the Midland Railway by arranging a cost sharing agreement. This move was followed by the purchase of the Victoria Railway in 1880 when that company fell into bankruptcy. Soon after, George Cox became president, just as the company was given permission by the Government to extend a line north to the Canadian Pacific Railway at Lake Nipissing. The next expansionist move made by the Midland was the purchase of the Omemee, Bobcaygeon & North Peterborough Junction Railway. This line was incorporated in March 1872 and reorganized in 1874 as the Midland Extension Railway. It carried the rights to construct a railway east to Perth where connections could be made with the Canadian Pacific Railway/Canada Central Railway. Construction was commenced on this project in 1881. Further authorization was given in 1882 to build from Toronto west to Hamilton and beyond to the American border.
When the Canadian Pacific Railway, incorporated in 1880 to construct a transcontinental rail line, was searching for an existing network in southern Ontario to support and connect its disjointed system, rumours circulated in the railway world that the Midland Railway was being eyed to fulfill such a purpose. In response to this situation and in hopes of preventing such a move, the rival Grand Trunk Railway decided to use its influence of cohesion and behind the scenes share purchasing to bring about a consolidation of the various independent lines in the Central Ontario area under the Midland Railway banner. At the same time, it is believed that the T&NR, GJR and T&OR came under the same ownership of a Toronto based group, threatening Cox with increased competition unless he joined forces with them.
As a result, in December 1881 the Midland consolidation of all the local rail lines in the area took place that included the Grand Junction, Belleville & North Hastings, Toronto & Nipissing, Lake Simcoe Junction, and the Toronto & Ottawa Railways, milage that totalled approximately 470 miles (760 km) that stretched from Georgian Bay east to three ports on Lake Ontario. The new venture had strong ties with the GTR that had facilitated some of the financial arrangements and controlled one third of the new Board of Directors. By September 1883, the GTR had acquired over 65% of the Midland stock and, for all intents and purposes, operated the line as well. In April 1883, the two companies formally amalgamated into one. Construction of the Midland Extension Railway line to Ottawa was suspended once it became clear the Ontario & Quebec Railway (a CPR affiliate) would be built.
Last Updated: January 2, 1998
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