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The Northern Railway of Canada

The history of the Northern Railway group of companies dates back to the earliest steam line operation in what is now the Province of Ontario. Over time, as the railway grew by expanding and purchasing competitors, the company became a dominant economic force in the central area of the Province. The key to the line's success was the development of local trade that funnelled through the capital city of Toronto, enriching the coffers of many a merchant there. Ultimately, like most other independent railway systems of the late 1800's, the company was swallowed by the Grand Trunk Railway (GTR). The following is a breakdown of all companies that ultimately came under the Northern Railway banner, a firm that, upon being merged with the GTR, was known as the Northern & Northwestern Railway.

Ontario, Simcoe & Huron Union Railway (Northern Railway)

Location: The railway is located in south central Ontario, connecting Toronto on the shores of Lake Ontario with Barrie on Lake Simcoe and Collingwood on Lake Huron.

History: Discussions about the construction of a railway that would follow the original portage route that connected the three lakes identified within the title date back to the 1830's when a group of prominent Toronto citizens gathered together to discuss trade issues for the northern hinterlands. While nothing followed immediately, the matter never remained far off, in particular in the minds of Casimir Gzowski and Frederick Chase Capreol. These two gentleman spearheaded the drive to have a railway for the north incorporated, an event that finally took place on July 1849 as the Toronto, Simcoe & Lake Huron Union Railroad Company. In attempts to generate money for the new venture, the company charter contained provisions for the release of stock through a lottery. At the time, such matters were frowned down upon and the Toronto city council chose to defeat a motion to fund the new venture. As a result, the project fell by the wayside, unable to attract the required capital from the private sector.

The financial situation of the company changed with the passing of the Railway Guarantee Act that gave prospective railways a greater ability to obtain financing from elected bodies. Accordingly, a ground breaking ceremony took place in October 1851 with grading work proceeding soon after. By August 1852, the roadbed had been completed to a point just south of Barrie known as Allendale where it was intended that the branch line northwest to Collingwood would leave. In November of that year, the name of the railway was changed to the Ontario, Simcoe & Huron Union Railway (OS&HUR). It was around this time that Frederic Cumberland was placed in charge of the company, replacing the dismissed Capreol. Cumberland hoped to create a shortened through route for east-west trade by providing steamer connections at Collingwood and Toronto, thus avoiding the trip south past Detroit. The first segment of the railway was opened for traffic on May 16, 1853 from Toronto to Machell's Corners (now Aurora), the first steam train to be operated in the Province. By June, the line was opened to Bradford, and to Allendale Junction by October of that same year. In May of 1854, a small branch line was constructed east to the small community of Bell Ewart on Lake Simcoe.

In the interim, the company was searching for a terminal site on Lake Huron. The location finally agreed upon by the Directors in June 1853 was a place at the outlet of the Nottawassaga River. Named Collingwood, the extension from Allendale Junction was completed rapidly, being open for traffic in June 1855. Further construction took place in the spring of 1859 when a branch was completed to Barrie north from Allendale. This was to appease the residents of that community who had felt shortchanged when the line stopped at Allendale to the south, in spite of the moral and financial support shown in the past for the railway. In keeping with Cumberland's plans of creating continental trade, the company chartered ships on both Lake Ontario and Lake Huron to transport goods. In spite of the fact that the railway provided impetus for growth in communities located along the rail corridor, revenue generated was not enough to meet expenses and the company was forced to turn to the government for aid. As a result of such, the railway was reorganized as the Northern Railway Company of Canada in August 1858. Over the next several years, additional funds were found and traffic improved substantially from local sources. As noted below, the company moved into a period of expansion and merger that resulted in the creation of a profitable central Ontario rail system later viewed upon favourably by the expansion minded Grand Trunk Railway. The takeover by this company is explained at the end of the individual histories of each company that became part of the Northern Railway.

Approximate Mileage: The mainline from Toronto to Barrie is 63 miles while the branch from Allendale to Collingwood is 31 miles.

Current Status: Under Canadian National management, the mainline has become known as the part of the Newmarket Subdivision while the branch to Collingwood forms part of the Meaford Subdivision. CN proposes to abandon the section of track from Parkdale north to Barrie. The Meaford Sub is now known as the Meaford spur and extends 34 miles west to Collingwood.

Principle Stations: Mainline stations include Toronto, Aurora, Newmarket, Holland Landing, Bradford, Allendale Junction and Barrie well branch line stations include Allendale Junction, Angus, Stayner and Collingwood.

Remaining Stations: A total of 9 stations along the OS&HUR line have survived. They are as follows:
1. Maple: In original location at 26 Station Street as a GO Transit station.
2. King City: Moved to property of King Township Heritage Museum on King Road.
3. Aurora: In original location at Wellington Street East as a GO Transit station.
4. Newmarket: In original location at Davis Drive, currently vacant.
5. Bradford: In original location at Bridge Street as a GO Transit station.
6. Gilford: Moved to Simcoe County Museum near Midhurst.
7. Stroud: Dismantled and rebuilt into a residence, location unknown.
8. Allendale: In original location at 285 Bradford Street, currently vacant.
9. Stayner: Moved to Cranberry Village near Collingwood as a golf course clubhouse.

Toronto, Simcoe & Muskoka Junction Railway

Location: The line is located in north central Ontario, extending between the communities of Barrie on Lake Simcoe and Gravenhurst on Lake Muskoka.

History: The Toronto, Simcoe & Muskoka Junction Railway (TS&MJR) was a subsidiary company of the Northern Railway created in December 1869 for the purposes of constructing a line from Barrie through Orillia to a point on Lake Muskoka. The main purpose of the railway was to provide access to the rich unexploited timber limits of the near north then accessible only by river. Initially, the charter sat dormant for two years given a lack of funds. Once the financial picture had settled, however, construction began with the first leg of the railway from Barrie to Orillia open for traffic in April 1872. By August 1873, the road had been completed to Washago and to Severn River in September 1874.

The northern terminus chosen for the line was Gravenhurst, a small community located at the southern tip of Lake Muskoka. Here, the railway built steamer docks and other terminal facilities, known as Muskoka Wharf, where boats would connect with passenger trains and lumber could be transported south from the surrounding mills. The railway and wharf at Gravenhurst were completed by November 1875. With the opening of the line, the timber industry boomed as Gravenhurst grew to become the principle lumber town in the area. Later, the wharf station became very popular for city dwellers connecting with steamships that would transport their passengers and freight to summer cottages and resorts around the Muskoka Lake system. The TS&MJR never operated as an independent line, having disappeared as a separate entity before completion. In December 1871, the Northern merged the line with the North Grey Railway to form the Northern Extensions Railway Company. This company itself was formally absorbed by the Northern in June 1875.

Approximate Mileage: 50 miles.

Current Status: The line currently forms part of Canadian National's Newmarket Subdivision. The spur line from Gravenhurst down to Muskoka Wharf was abandoned in the early 1960's. The line from Barrie north to Longford was abandoned in late 1996.

Principle Stations: Barrie, Orillia, Lonford, Washago and Gravenhurst.

Remaining Stations: A total of two stations have survived along the former TS&MJR. They are as follows:
1. Orillia: In original location at 150 Front Street as a bus depot and leased commercial/office space.
2. Gravenhurst: In original location on Bethune Drive as commercial and office space.
The former Canadian Northern station remains at Washago in railway use.

North Grey Railway

Location: The north Grey Railway is located in north central Ontario, extending between the southern Georgian Bay communities of Collingwood and Meaford.

History: Like the TS&MJR, the North Grey Railway (NGR) was incorporated as a subsidiary of the Northern Railway who would manage and operate the line. With approval to construct a railway from Collingwood west to Meaford and ultimately to Owen Sound, the railway's primary purpose was to compete with the already established Toronto Grey & Bruce Railway. The line was previously requested on a number of occasions by residents of the area but action was only taken when it was realized that the competing railway posed a real threat to the Northern's market. Construction was initiated immediately with the line been open as far as Meaford in April 1872. As a corporate identity, however, the NGR disappeared in December 1871 when it was merged with the TS&MJR to form the Northern Extensions Railway. This company, absorbed by the Northern Railway in June 1875, attempted no construction beyond Meaford as originally contemplated.

Approximate Mileage: 21 miles.

Current Status: Under Canadian National ownership, the lined formed the western segment of the Meaford Subdivision. It was abandoned in 1985.

Principle Stations: Collingwood, Thornbury and Meaford.

Remaining Stations: At total of two stations have survived. They are as follows:
1. Craigleith: In original location on Highway #26 as a restaurant.
2. Thornbury: Moved to corner of King Street and Elma Street as a residence.

North Simcoe Railway

Location: The railway is located in central Ontario, extending between a small hamlet named on the Northern Railway (just west of Barrie) to Penetanguishene on Georgian Bay.

History: The North Simcoe Railway (NSR) was incorporated by a group of Toronto businessmen in March 1874 to construct a railway north from a point on the Northern Railway near Allendale, to Penetanguishene on the shores of Georgian Bay. Initially, enough funds could not be found to allow for construction to proceed until arrangements were made with the Northern in January 1878, who agreed to build and operate the line as an extension of their system. As a result, construction began immediately with the main contract being awarded to William Hendrie. The place chosen for the junction on the Northern was Colwell, located five miles to the west of Allendale. Work on the railway progressed rapidly with the line being open in December of that same year. The majority of traffic along the railway was related to timber, much of which flowed from small spur lines that extended out into the bush. The largest of these was the Flos Tramway Company. Incorporated in March 1880 to extend from Elmvale to Hillsdale on Orr Lake, the lumber route was later purchased by the Northern in July 1883. Once the trees had disappeared from the local landscape, the line was abandoned and dismantled in 1917.

Approximate Milage: 34 miles.

Current Status: The railway became part of the Penetanguishene Subdivision under Canadian National management. The route was abandoned in the following manner: From Midland to Hillsdale in 1975, and from Elmvale to Colwell in 1986. In 1911, the GTR constructed a cut-off from Birch northeast to Tay, connecting with the Midland Sub. This was abandoned in 1932.

Principle Stations: Colwell Junction, Elmvale and Penetanguishene.

Remaining Stations: There are no remaining stations along the line.

Hamilton & Lake Erie Railway

Location: The Hamilton & Lake Erie Railway is located in southeastern Ontario, linking the industrial city of Hamilton on Lake Ontario with Port Dover on Lake Erie.

History: During the formative growth years of Ontario, there existed a rivalry between the two Lake Ontario cities of Toronto and Hamilton for dominance in the Provincial economy. For a variety of reasons, Toronto always seemed to be ahead, in particular when it came to commanding transportation routes. In order to combat the situation, Hamilton chose to back the creation of a rail line that extend out into its market hinterland to the south, similar as to how Toronto fostered the Ontario, Simcoe and Huron. The railway as well would take trade back from the Buffalo & Lake Huron Railway that linked Buffalo with Goderich to the west. Accordingly, in April 1853, the Hamilton & Port Dover Railway was created to extend between the two namesake communities. Two years later, it purchased the assets of the Hamilton & Southwestern Railway.

While the intention to build was still there, funding was not and the railway laid dormant on the books for fourteen years. When the company was up for statutory renewal in December 1869, a new venture was formed to acquire the assets of the previous. Known as the Hamilton & Lake Erie Railway (H&LER), construction finally began in 1873 when appropriate finances became available. By January 1875, the line had been opened 31 miles south to Jarvis, leaving 9 miles to go before reaching its goal of Port Dover. It was here, however, that worked suddenly stopped as a result of a severe economic downturn. Once again, funds had run out with the option of finding money in the tight financial environment of the time limited. Accordingly, the owners of the line accepted a proposal from the Hamilton & Northwestern Railway (see below) for merger, thus creating the potential for a direct line from Port Dover north to Barrie and Collingwood. It was the Hamilton & Northwestern that completed the final milage south of Jarvis into Port Dover.

Approximate Milage: 40 miles.

Current Status: The route became known as the Hagersville Subdivision under Canadian National. The section from Jarvis to Port Dover was abandoned in 1935, and from Garnet to Jarvis in the 1970's. The segment south from Rymal (just east of Hamilton) to Caledonia was abandoned in 1997. In 1969, Canadian National constructed a line south from Garnet into Nanticoke, a component that now forms the southern leg of the Hagersville Sub.

Principle Stations: Hamilton, Caledonia, Hagersville, Jarvis and Port Dover.

Remaining Stations: At total of three stations have survived. They are as follows:
1. Caledonia: In original location at Orkney Street West, remains in railway use.
2. Garnet: Moved to property on 10th Line within community as a storage shed.
3. Jarvis: In original location at 80 Main Street as commercial space.

Hamilton & Northwestern Railway

Location: The railway is located in central Ontario, extending between the industrial city of Hamilton on Lake Ontario, north to Barrie on Lake Simcoe and Collingwood on Georgian Bay.

History: As noted above within the history of the Hamilton & Lake Erie Railway (H&LER), the city of Hamilton felt threatened by the dominance of Toronto within the Provincial economy. The creation of the H&LER stemmed from business interest to meet this threat head on by developing into the hinterlands of the city. The next step beyond this initiative was to invade territory controlled by the business community of Toronto. In March 1872, the Hamilton & Northwestern Railway (H&NWR) was created with the expressed purpose of challenging the existence of the successful Northern Railway by constructing a line from Hamilton north to Barrie and Collingwood. Initially, funding went well and construction commenced in the summer of 1874. With the onslaught of the financial collapse of the mid 1870's, however, the future of the line was thrown into jeopardy. Work stopped and then began again, depending on the level of funds available. In order to provide a firmer foundation, the H&NWR was merged with the H&LER, thus creating a potential main line extending from Port Dover to Collingwood.

After the depression had passed, construction became consistent and the first segment of the line from Hamilton to Georgetown was completed in November 1876. By January 1878, the railway had been opened to Barrie while a branch line from Allimil (near Beeton) was finished into Collingwood by January 1879. The company initially did okay from a traffic standpoint, meeting the Northern on rates and scheduling. It was felt, however, that the future success of the H&NWR depended on an extension of the line further north to connect with the Canadian Pacific Railway. In that the Northern Railway was contemplating a similar move, the two companies decided to investigate a partnership where resources could be pooled. In June 1879, the two parties came to terms and a formal agreement was drafted that resulted in the creation of a new railway to be known as the Northern & Northwestern Railway. The focus of the new venture's existence would be to expand into the traffic markets of the north. Ultimately, the operations of the H&NWR were merged with those of the Northern, being the larger of the two companies.

Approximate Mileage: Pending.

Current Status: Under Canadian National, the entire route, including the branch to Collingwood, became known as the Beeton Subdivision. Portions of the line have been abandoned in the following manner: From Alliston to Creemore in 1955, Creemore to Collingwood 1960, Georgetown to Cheltenham 1975, Cheltenham to Tottenham in 1984, and Beeton to Barrie and from Beaton to Alliston 1989. The portion of track from Tottenham to Beaton was purchased in 1986 by the South Simcoe Railway to operate as a heritage railway (see link below).

Principle Stations: Mainline stations include Hamilton, Burlington, Milton, Georgetown, Caledon East, Tottenham, Beeton, Cookstown, Allandale and Barrie. Branch line stations include Alliston, Creemore and Collingwood.

Remaining Stations: At total of four stations remain along both the H&NWR main and branch lines. They are as follows:
1. Stewarttown: Moved to property in Hornby as a storage shed.
2. Cheltenham: Moved to property on King Road as a private guest house.
3. Cookstown: Moved to property in the community as a residence.
4. Vine: Moved to property on 10th Line as a residence.

Northern & Pacific Junction Railway

Location: The railway is located in north central Ontario, extending between the communities of Gravenhurst through Callander to Nipissing near North Bay.

History: In March 1881, the Northern, Northwestern & Sault Ste. Marie Railway Company was incorporated by the Northern & Northwestern Railway (N&NWR), a merger of the Northern Railway and the H&NWR in June 1881, to construct a rail line that would extend north from Gravenhurst to Callander. Beyond, it was anticipated the road would be built west to Sault Ste. Marie. Financing for the project came primarily from the N&NWR, although the company did receive substantial funds from government sources. Directors of the company felt that the survival of the N&NWR was conditional upon connecting with the Canadian Pacific Railway, thereby allowing for direct connections to western Canada. The name of the new line was changed to the Northern & Pacific Junction Railway Company in May 1883. Fourteen months later, a contract was let to J.M. Hendrie for the construction of 111 miles of track with surveys being initiated immediately. By January 1886, the line was open to Callander where freight arrangements were made with the CPR. All operations were conducted by the N&NWR. Unfortunately for the company, freight interchange with the CPR was not so successful and the line was forced to rely on the limited amount of local freight traffic available. The construction of this line drained heavily on the treasury of the N&NWR, causing dissention amongst its Directors that would ultimately lead to the company's downfall.

Approximate Milage: 106 miles.

Current Status: The line forms the northern stretch of the Newmarket Subdivision under Canadian National management.

Principle Stations: Gravenhurst, Bracebridge, Huntsville, Emsdale, Burk's Falls, Sundridge, South River, Trout Creek, Powassan, Callander and Nipissing.

Remaining Stations: A total of four stations remain. They are as follows:
1. Gravenhurst: In original location on Bethune Drive as commercial and office space.
2. Huntsville: In original location at 50 Main Street, remains in railway use.
3. Burk's Falls: Moved to property nearby as an industrial business.
4. South River: In original location at Ottawa Avenue, currently vacant.

Northern Railway Summary: Consolidation and Takeover

Over time, the Northern Railway grew from its humble beginnings to a mid-sized Ontario railway system. Opening of extensions controlled by the Northern as detailed above include the North Grey Railway in April 1872, the Toronto, Simcoe & Muskoka Junction Railway in August 1875, and the North Simcoe Railway in 1878. In June 1879, the company merged with the Hamilton & Northwestern Railway to create the Northern & Northwestern Railway, a moved designed to pool funding for a northern extension that resulted in the opening of the Northern & Pacific Junction Railway in 1886. It was during this last phase of expansion that the financial health of the company fell into jeopardy. Not surprisingly, the Grand Trunk Railway (GTR) became interested in the possibility of taking over the line. The GTR viewed the company as a potential asset to its exiting system, in particular the line to Callander, while trying to ensure the entire operation did not fall in the hands of its competitors. Accordingly, the GTR and its manger, Joseph Hickson, quietly purchased shares from disgruntled owners of the line. By the fall of 1887, the GTR was in control, just as the N&NWR was floundering on the edge of bankruptcy. An offer to purchase was placed on the table for all remaining shares, a move that was reluctantly accepted, and the takeover became effective January 1888. From that point on, all operations of the N&NWR were co-ordinated with the GTR. Not long after, the GTR completed a small extension of the Northern & Pacific Junction line from Callander to Nipissing near North Bay.

For information on the South Simcoe Railway, visit the following site: LINK

Last Updated: January 2, 1998

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