Location: The Toronto, Grey & Bruce Railway (TG&BR) is located in southern Ontario, extending north from Toronto through Bolton to Orangeville from where one branch continues north to Owen Sound and the other northwest through Harriston as far as Teeswater.
History: With the advent of the technology of railways during the 1840's and 50's, the prevailing thought amongst the citizens of Toronto was how can the lands to the north and west be developed to their advantage. A solution included the construction of a railway that would permit not only the potential exploitation of lumber and mineral resources as well as the distribution of settlers, but the opportunity to shortcut trade on the Great Lakes. To this end, the Toronto, Grey & Bruce Railway (TG&BR) was chartered in March 1868 to construct a line northwest from Toronto through Orangeville to a port on the shores of Lake Huron (Southampton) with branches to Kincardine and Owen Sound. Provisions within the approval allowed for the construction of a narrow gauge route (Colonial 3' 6") to save on construction costs. Immediately, the principals of the company, in particular George Laidlaw, sought out financing arrangements from the City of Toronto and many of the townships and communities the line would pass through. In the Toronto area, the company hoped to use the tracks of the Grand Trunk Railway (GTR) from Weston to Parkdale and then its own tight-of-way to the waterfront where a wharf was to be constructed.
Construction began on the project in the fall of 1869 with the work being assigned to Francis Shanley, a contractor who had completed work on several railway fronts in the Province. The first component of the line was formally opened for traffic from Toronto (Weston) through Orangeville to Mount Forest in December 1871, a distance of 87 miles. At the same time, the company was able to negotiate a lease from the Grand Trunk Railway of their line from Weston south to Parkdale and from the Northern Railway of Canada of their tracks from Parkdale south to the Toronto waterfront, in addition to Northern harbour and terminal facilities on Simcoe Street. The majority of the rolling stock was purchased directly from England. While the terrain in which the line was constructed was not overly difficult to deal with, the use of the narrow gauge allowed for greater curves and gradients then normally accepted. One example of this was the Horseshoe Curve in the Caledon Hills, the location of a deadly railway accident several years later.
With the opening of the first component of the railway, the company initiated construction on a branch (known as the Grey Extension) from Fraxa Junction (near Orangeville) north to Owen Sound, a distance of 69 miles. Here the railway constructed terminal facilities including engine storage and repair buildings, freight yards, and grain and other handling structures. This segment of the line was opened for traffic in August 1873. At the same time, the company continued construction on the extension of the line north from Mount Forest (termed the Bruce Extension) which was opened to Harriston by December 1873 and to Teeswater in November 1874. Between Parkdale and Weston, the TG&BR opened its own right-of-way in November 1875 given the high volume of traffic in the area. The final segment of track constructed under the charter was completed in 1887 between Glenanan (Wingham Junction) and Wingham (total 3.6 miles). No further construction took place beyond Teeswater to Kincardine, a community served in 1872 by the Wellington, Grey & Bruce Railway, or Southampton on Lake Huron.
With the line in full operation, it became evident early on that the use of narrow gauge was a mistake given the volume of traffic the line was carrying and the resultant wear and tear. To alter the situation, however, would involve significant changes to constructed grades and curves along with the replacement of bridges and rolling stock. Such works would require a substantial outlay of funds, something the railway could not afford at the time. Realizing the work would need to be completed, financial arrangements were made by the bond holders of the line with the Grand Trunk Railway (GTR). The agreement reached stipulated that the GTR would operate the line and retain a share of the profits, but would also make the changes necessary to bring the line up to a standard gauge. Accordingly, work commenced in the fall of 1880 and was completed by December 1881. The Grand Trunk continued to control the line until 1883 at which point financial problems forced the company from purchasing controlling interest in the stock of the TG&BR. Through a calculated move, the Ontario & Quebec Railway , a CPR controlled venture, moved in and purchased controlling interest of the property and leased it to the CPR in August 1883 for a period of 999 years. This strategic move allowed the CPR to acquire a valuable property, completely rebuilt by a competing line, to add to its growing Southern Ontario network.
Approximate Milage: The line extending from Toronto to Teeswater is approximately 120 miles while the branch from Orangeville (Fraxa Junction) to Owen Sound is approximately 70 miles.
Current Status: Under Canadian Pacific management, the TG&BR formed part of the following subdivisions: Galt Sub (Toronto Harbour to West Toronto), Mactier Sub (West Toronto to Bolton), Owen Sound (Bolton to Owen Sound) and Teeswater Sub (Fraxa Junction to Teeswater). The first component of the line to be abandoned was that from Bolton to Melville Junction in July 1932, where the line intersected with the former Credit Valley Railway. Consisting of a series of steep grades and curves, including the infamous Horseshoe Curve, this change effectively severed the former TG&B route in two. The remainder of the line south into Toronto was substantially upgraded as part of the construction of the CPR Sudbury Branch north from Bolton in 1906, including some realignments at Woodbridge and Emery. These tracks remain in service today. To access the former TG&B beyond Melville Junction, trains were required to use the former Credit Valley line from Toronto through Streetsville and Brampton. For some time, the remainder of the line was subject to declining traffic given the competition from motor vehicles and other factors. Tracks from Fraxa Junction to Teeswater and from Wingham Junction to Wingham were abandoned in January 1988. While attempts were made to use the former TG&BR from Orangeville through Fraxa to Owen Sound as a shortline railway known as the Ontario Midwestern, this initiative failed and the line was abandoned in December 1995 and dismantled commencing in 1997. With the exception of the above mentioned Toronto to Bolton route, the only portion of the former TG&B railway to remain in service today is that from Melville to Orangeville operated by the Brampton-Orangeville Railway as part of their shortline route that extends south to Streetsville (see Credit Valley Railway for details).
Principle Stations: Toronto, West Toronto, Parkdale, Weston, Bolton, Orangeville, Shelbourne, Dundalk, Flesherton, Markdale, Chatsworth, Owen Sound, Grand Valley, Arthur, Mount Forest, Harriston, Teeswater and Wingham.
Remaining Stations:
There are a total of twelve stations remaining. They are as follows:
1. Arthur: Moved to property at 175 Consetoga Street as a private residence.
2. Caledon: In situ at 18 Toiless Street as a private residence.
3. Crombies: Moved to Dufferin County Museum as a heritage display building.
4. Fordwich: Original building moved in town as a residence, second building moved north as a storage shed or private residence.
5. Glenanan: Moved to property in Wingham as a storage shed.
6. Grand Valley: Moved to property just north of original location, set back from road, as a private residence.
7. Kleinburg: Moved to property beside elementary school as a Scout Canada storage and meeting building.
8. Laurel: Moved as a private residence, location unconfirmed.
9. Orangeville: Moved to property at 35 Armstrong Street as a restaurant.
10. Shelbourne: Moved to property southeast of community on Blind Line as a
private residence.
11. Waldemar: Moved to property at 24 Station Street as a storage shed.
Last Updated: July 23, 2006
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