Location: The Ontario Northland Railway is located in northeastern Ontario, extending between the community of North Bay, located on the shores of Lake Nipissing on the Canadian Pacific Railway, and Moosonee on the Moose River just south of James Bay.
History: The impetus for the construction of a railway into northern Ontario first came in the late 1800's when settlement began around Lake Timiskaming. At that time, the small population was serviced by a steamboat network operating on the lake and the connecting Ottawa River. As the population grew, however, pressure was applied by area residents to provide a year round alternative to the steamboats. Notwithstanding the concerns expressed, it was around this time that Provincial officials became interested in the untapped potential of the area. For some time, the existing agricultural lands of the south were nearing their capacity. Accordingly, the Province directed in 1900 that a survey be conducted to establish the size and quality of lands around and to the north of the lake, termed as the Clay Belt area. Field trips were organized by technical staff who returned with the opinion that the lands held great potential for agriculture and forestry. In addition, it was suggested that the area contained vast reserves of a variety of minerals. The other issue on the mind of the Government of the time was the desire to combat French settlement on the opposite side of the lake, the area being a location where Provincial boundaries were not yet definitive.
Having what was viewed as evidence of success in their hands, the Government began canvasing the private sector in order to find a party interested in constructing a railway into the Timiskaming region. The offer was not viewed upon favourably, however, as many considered the existing settlements too small to support a railway, and the agriculture, lumbering and mineral potential all unproven. As a result, the Government moved ahead boldly by choosing to construct its own railway. In March 1902, the Timiskaming & Northern Ontario Railway (T&NOR) was created to construct a rail line north from North Bay to New Liskeard. Provision was made for future expansion and branch lines where warranted. It was anticipated that ultimately the line would be constructed north to connect with the proposed National Transcontinental Railway venture then in its infancy. In rationalizing its decision before the public, the Government stated that the T&NOR project was viewed as a betterment to the Province of Ontario, increasing its wealth through the development of untouched agriculture, lumber and mineral processing lands. Surveying of a route began within six months with construction the next year. The most difficult segment of the line in building was through the Canadian Shield country between North Bay and Latchford. The line was opened for operational traffic 113 miles between North Bay and New Liskeard in January 1905.
During the construction phase of the railway in June 1904, it was decided to extend the line a 100 miles further north into the clay belt area to a point on the Watabeag River (Matheson) with construction being initiated immediately. Not long after the opening of the line, an event took place that assured the new venture a stable traffic source and much notoriety. While the route was being blasted through the Long Lake area, veins of silver came to light. As the exploration of the find developed, it became clear that the discovery had great potential. A sudden mining rush took place that resulted in the construction of an adjoining community by the name of Cobalt adjacent to the fields. Several of the mines were constructed on lands leased from the railway. The opening of the line as well brought about the start of a dependable tourist industry initially based in the communities facing Lake Timiskaming. Connecting with the steam boats, opportunities existed for hunters and other explorers to travel to various points on the lake. The centre of this activity was Haileybury where accommodations became available over time. Spur lines were constructed at both New Liskeard and Haileybury that led down to the docks where connections for passengers and freight could be made. By 1906, the line was completed to Engelhart.
As resource development in the area increased, the T&NOR found it imperative to construct branch lines into those areas where traffic warranted. This included lines from Cobalt south to the Kerr Lake silver mining area in 1907 and from Englehart to the lumbering and mining community of Charlton in 1908. By then, it was decided the line would be continued to meet with the National Transcontinental Railway (NTR) then under construction. The place chosen for the junction point was a location to be named Cochrane while Englehart was designated as a divisional point. Construction during this period was hampered by poor weather compounded by a lack of experience on the contractor's part with building in areas effected by extreme cold climates and variable water tables. In November 1908, the line was finally completed to Cochrane. An agreement was reached with the Grand Trunk Pacific Railway which allowed that line access into Toronto over the T&NOR tracks south to North Bay. The next year, the gold fields of the Porcupine were discovered. This led to the construction of a branch line from Porquis Junction thirty miles east in 1911, finally terminating in Timmins in 1912.
As settlement increased in the area, the threat of fire became very real, in particular when the seasons dried up and the wind blew. The situation became very acute 1911 when a great fire swept through the Porcupine communities. The recently built branch line served as a lifeline for that community, bringing in supplies and food to assist in the relief effort. The scenario was replicated in 1916 with the Cochrane fire and again in 1922 during the Haileybury fire. In 1912, the railway considered mainline expansion given the success of the road to date and the opportunities that presented themselves to the north. The intended terminal point would be James Bay. Along the way were opportunities for hydro development and pulp and paper mills (Abitibi Falls), timber and mineral resources, in addition to the ability of creating a seaport open during the summer months accessible to Hudson Bay. In the interim, however, the branch line program continued with construction completed on lines from Porquis Junction to the Iroquois Falls paper mill, and from Earlton to Elk Lake, both in 1913. In 1920, access was gained into the Kirkland Lake gold mines by way of a 6 mile branch line. This branch was later extended east to Larder Lake in 1924 under the charter of the Nipissing Central Railway and ultimately to Rouyn-Noranda, Quebec in October 1927. In 1924, a branch was constructed south from Cobalt to the silver fields of South Lorraine (Silver Centre).
The go-ahead was finally granted for the extension to James Bay with construction commencing in February 1922. Two years later, the tracks had been opened to Fraserdale (Island Falls) that remained the terminus of the railway until 1930 when the line was opened to Coral Rapids. The site chosen for the James Bay station was Moosonee. Prior to reaching that point, however, the company was forced to construct a costly bridge across the Moose River. With this completed, however, the route was finally open for traffic in July 1932. In the years that followed, the T&NOR moved towards providing a complete transportation service for the northeastern segment of Ontario, primarily to deal with competition from the automobile and trucks. This included the operation of steamships on Lakes Nipissing and Temagami, the establishment of bus lines and trucking routes, and the construction of accommodations at Moosonee. In order to reflect the new direction of the company, a new name was chosen that became effective April 1946. Known as the Ontario Northland Railway Commission (ONR), the revised name as well removed the confusion that constantly took place with freight cars owned by the Texas & New Orleans Railway in that both lines had the same initials.
In time, the company chose to establish an airline that operated between the communities of Northern Ontario with connections to southern markets. Other services added included the ferry run between Tobermory and South Baymouth by the car freighter Chi-chi-mun, and the operation of the Chief Commanda on Lake Nipissing. Recently, the company has abandoned the usage of branch lines no longer considered profitable. This includes the line into Elk Lake, Silver Centre, Kerr Lake and Charlton in addition to the last several miles of the Timmins branch into the downtown station. These closings, however, were only augmented by the opening of branches in the 1960's to iron ore deposits at Boston Creek (Adams Mine 1963), a four mile line into the Sherman property at Temagami (1966), and a sixteen mile branch from Hoyle northwest to the mineral reserves of Texas Gulf (1966, known as the Kidd Creek Mine Railway). The last segment of line recently added to the total milage of the ONR was the that section of the former NTR extending between Cochrane through Kapuskasing and Hearst to Calstock, purchased from CNR in 1991, to allow for access to the lumber mills.
Approximate Milage: The original mainline track from North Bay to Cochrane is 252 miles. From Cochrane to Moosonee, the line is 186 miles. The following are the length of constructed branch lines: Elk Lake 29 miles, Noranda 60 miles, Iroquois Falls 6 miles, Timmins 30 miles, South Lorrain 20 miles, Kerr Lake 4 miles, and Charlton 8 miles. The grand total of all tracks constructed is 595 miles.
Current Status: The system continues to be operated as the Ontario Northland Railway Commission owned by the Government of Ontario. Seven subdivisions have been created that includes the Temagami, Ramore, Iroquois Falls, Kirkland Lake, Devonshire and Island Falls. The only portion of the line to be abandoned are the branch lines into Elk Lake (inactive since 1980, abandoned 1992), Silver Centre (unknown date), Kerr Lake (1939) and Charlton (unknown date). The ONR as well controls that portion of the former National Transcontinental Railway extending between Cochrane and Calstock (129 miles) where at Hearst a connection is made with the Algoma Central (Wisconsin Central).
Principle Stations: North Bay, Temagami, Latchford, Cobalt, Haileybury, New Liskeard, Thornloe, Englehart, Swastika, Matheson, Cochrane, Moosonee, Timmins, Iroquois Falls and Noranda.
Remaining Stations:
There are 14 stations remaining on the ONR. They are as follows:
1. North Bay: Originally in head office building and then CNoR building, replaced by modern structure.
2. Temagami: In original location at Highway 11 in town, remains in use as a passenger station.
3. Cobalt: In original location at Prospect, Lang and Argentite Streets as a military museum.
4. Englehart: Original building demolished, replaced by modern structure now divisional quarters.
5. Swastika: In original location within community, remains in use as a passenger station.
6. Ramore: In original location within community, used as a library and fire hall.
7. Matheson: In original location at 375 Railway Street, remains in use as a passenger station.
8. Val Gagne: In original location within community, leased for commercial purposes (bank).
9. South Porcupine: In original location on station street, leased for industrial purposes.
10. Timmins: In original location on Spruce Street, currently used as a bus station and leased commercial space.
11. Iroquois Falls: In original location at Cambridge Avenue, converted into a museum.
12. Cochrane: In original location at 200 Railway Street, remains in use as a passenger station and a hotel.
13. Moosonee: In original location within community, remains in use as a passenger station.
14. Noranda: In original location within community.
Additional information about the Ontario Northland Railway can be obtained from the following sites:
Last Updated: December 02, 2000
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