Location: The Ontario & Quebec Railway as constructed is divided into two portions . The eastern section extends between Toronto Junction through Peterborough to Perth and from Smith Falls to the Quebec border while the western component of the line links the cities of Woodstock, London, Chatham and Windsor. See separate entries on the Credit Valley Railway and the Toronto, Grey & Bruce Railway for specific information on these lines.
History: As the principles of the Canadian Pacific Railway (CPR) were in the process of planning their transcontinental line across the country from Ottawa to British Columbia, some thought was being given to the necessity of establishing secondary trunk and branch lines connecting with the main system, in particular into areas of high traffic potential. One such area was southern Ontario, the industrial heartland of the country, where direct connections could as well be made with Michigan and New York State lines at border points. Accordingly, in March 1881, the Ontario & Quebec Railway (O&QR) was incorporated by CPR management members, only 33 days after the CPR itself, to construct a line from a point on the CPR controlled Canada Central Railway west through Smith Falls and Carleton Place to Toronto. An affiliated company, the Ontario & Quebec Land Company, was formed in order to deal with the real estate side of the project. Both firms were set up to be corporately separate from the CPR and it was anticipated that all funds would be derived from private sources. Construction began on the line in the spring of 1882. It was decided that the project would initially terminate at Perth where a connection could be made with a branch line constructed by the Brockville & Ottawa Railway that led to Smith Falls. Much of the terrain to the west of Perth was difficult to build through given the rocky terrain, imperfectly drained soil, and rolling hills. Notwithstanding such, grades and curves were kept to a minimum where possible. In order to speed up the process, construction was initiated in several locations along the line where supplies could be transferred from existing north-south railway routes.
In 1883, the O&QR moved to purchase or lease several railway lines and charters in the interest of the CPR to broaden the company's influence in southern Ontario and compete with the ever expanding Grand Trunk Railway. The first company acquired was the Credit Valley Railway (CVR), a line completed in 1881 between Toronto and St. Thomas with a branch to Orangeville. Since its opening, CPR management personalities had been prominent on the company's Board. Effective November 1883, the CVR was amalgamated with the O&QR, allowing for a direct connection between the two lines at Toronto Junction. The second route brought into the fold was the Toronto, Grey & Bruce Railway, a line previously under the control of the Grand Trunk who had spend considerable sums in upgrading the line. Originally opened in 1873 from Toronto to Owen Sound with a branch to Teeswater, the route was leased to the O&Q in July 1883 for a period of 999 years. This gave the CPR the opportunity to initiate shipping on the Great Lakes. These moves were augmented by the sale of the Canada Central branch line from Smith Falls to Perth that same year. Other transactions undertaken by the company included an amalgamation with the charter of the London Junction Railway and the purchase of certain Atlantic Northwest Railway charter rights. Both moves were designed to eliminate potential competition and to further extend the rights of the company to build. In January 1884, the entire O&QR operation, including the newly acquired lines and charter rights, was leased to the CPR for 999 year period.
The first segment of the Toronto to Perth line was opened from Norwood to West Toronto in July 1884. By August of that year, the remainder of the route was open for traffic east from Norwood to Perth. Around this time, it was decided to complete surveys for an extension of the O&QR from Smith Falls east to Montreal, thus avoiding the awkward movement of passing trains through Carleton Place and Ottawa to connect with the CPR controlled Montreal, Ottawa & Occidental Railway across the river in Quebec. The former Brockville & Ottawa Railway branch line extending between Perth and Smiths Falls would be used as the bridge between these two communities. The proposed line was to extend through Merrickville to Vaudreuil where a link could be made with tracks constructed under the charter of the Atlantic & Northwest Railway (A&NWR) into Montreal. Once again, construction was initiated in several locations with the full route being open for traffic in August 1888. In time, the Merrickville segment of the O&Q became a very busy component of the CPR, handling most of the mainline traffic between Toronto and Montreal. The route was double-tracked in 1909.
The final portion of the O&QR to be constructed was that between the American border at Windsor and the St. Thomas area. At the time, all traffic moving west was forced to be transferred to the Canada Southern Railway at St. Thomas for transhipment to the American border at Detroit. In addition, there was also concern that valuable passenger and freight traffic was being lost from the industrial cities of London and Windsor. Accordingly, the CPR incorporated in 1885 the West Ontario Pacific Railway (WOPR) to construct a line from the Detroit River east to a connection with the old CVR line between Woodstock and Ingersoll. Throughout 1886, surveys were completed with construction being initiated on the London section the next year. In June 1887, the entire WOPR operation was leased to the O&QR with the London to Woodstock component of the line being open for revenue traffic in September of that year. It was then decided that the remainder of the route would be constructed under the charter of the Ontario & Quebec. The railway from London to Windsor was open in June 1890. In addition, a branch line was constructed from Leaside Junction south into Toronto along the Don Valley, thus avoiding the complications of funnelling trains into the downtown area through Toronto Junction to the west. Work had began in 1887 but, given the difficult grades encountered and bridgework required, the branch was not opened until September 1892.
Approximate Mileage: The O&QR from Windsor to Woodstock is 138 miles while from Toronto Junction to the Quebec border is 275 miles for a total of 413 miles. When the Credit Valley and lines in Quebec are included, the entire route is 580 miles.
Current Status: The only portion of the Ontario & Quebec Railway to be abandoned is the sections between Glen Tay and Tweed in 1971, and between Tweed and Havelock in 1988. The section between Toronto and Havelock, known as the Havelock Subdivision, is under consideration for abandonment or sale. Tracks from Woodstock to London are operated as part of the Galt Subdivision, from London to Windsor as the Windsor Subdivision, and the route east from Smith Falls to the Quebec border as the Winchester Subdivision. All operations are now controlled by the St. Lawrence & Hudson Railway, a CPR subsidiary.
Principle Stations: Windsor, Tilbury, Chatham, Thamesville, Glencoe, London, Woodstock, Toronto, Peterborough, Norwood, Havelock, Tweed, Perth, Smith Falls, Merrickville, Winchester, Chesterville and Finch.
Remaining Stations:
There are eleven railway stations remaining from the Ontario & Quebec Railway. They are as follows:
1. Ringold: Moved to property on 6th Concession as a private residence.
2. Chatham: Moved to the property of Fred's Nursery Garden on McNoughton Street East.
3. London: In original location at Richmond Street, portion leased for commercial purposes.
4. Woodstock: In original location at Henry Street, remains in railway use.
5. Locust Hill: Moved to Markham Historical Museum on Main Street North as a display building.
6. Enfield: Rebuilt as a private residence, location unknown.
7. Peterborough: In original location at 135 George Street North as Chamber of Commerce offices.
8. Havelock: In original location on Highway 7, remains in railway use.
9. Tweed: In original location near Highway 37, currently uses as offices for a lumber yard.
10. Bathurst: Moved to property on Highway 7 as a residence (may be Glen Tay station).
11. Smith Falls: In original location at Daniel and Victoria Streets, remains in railway use.
Last Updated: December 31, 1997
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