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The Port Arthur, Duluth & Western Railway

Location: The subject line is located in northeastern Ontario, leading from Thunder Bay (Port Arthur) on Lake Superior south to the Ontario - Minnesota border at Gunflint Lake.

History: Known by many as the "ghost railway to nowhere", the Port Arthur, Duluth & Western Railway (PAD&WR) has its origins in the creation of the Port Arthur's Landing & Kaministiquia Railway, a company created to allow for a connection between the communities of Port Arthur and Fort William, home of the Canadian Pacific (CPR) grain terminals. While the project was completed, it was not long after that the Thunder Bay Silver Mines Railway was created in 1872 as an offshoot in order to take advantage of silver and other mineral finds to the south of Port Arthur towards the American border. Without any funds to construct, however, the project lapsed until being revived in February 1883 as the Thunder Bay Colonization Railway. The intention this time by company officers was to build a line southwest to Minnesota where it would connect with a US venture known as the Duluth & Iron Range Railway to be constructed north from Duluth, the principle American Lakehead grain terminal. The connection was to be made at a point on the border known as Gunflint Lake.

In April 1887, the name of the Canadian project was changed to the Port Arthur, Duluth & Western Railway Company with construction finally commencing in late 1889 with the receipt of government subsidies, this after several false starts and change in routes. By December 1892, the railway had been completed to the American border and then extended 6 miles across in anticipation of meeting its sister company, then known as the Port Arthur, Duluth & Western Railway Company of Minnesota. For a variety of reasons, however, the American venture never materialized as projected, leaving a 50 mile gap from where it terminated to the south given a lack of funds. Notwithstanding such, the Canadian route was officially open for traffic in June 1893, a total of 86 miles. Initially, traffic was high with the mining of local silver until world conditions forced their closure. In 1897, a small branch was built to Kakabeka Falls to allow for excursion events to visit that area. The fortunes of the company, however, turned around in 1899 when the entire operation was purchased by the Canadian Northern Railway to allow for a connection of its Ontario & Rainy River Railway at Stanley for access into Port Arthur, all part of their Winnipeg to Lakehead grain route scheme. The remainder of the line became known as the Duluth Extension which survived for a period with the finding of new silver veins and lumbering. When these resources had disappeared, however, the route became a backwater. The last operations on the line took place in March 1938 when the final segments of the route were abandoned.

Approximate Milage: The milage of the PAD&WR was 86 miles within Ontario.

Current Status: Between 1904 and 1916, the track between Gunflint and North Lake was abandoned. In 1937, the portion from North Lake to Mackies followed by the route from Mackies into Stanley in 1939. The remainder of the line from where it connects with the CNR Kashabowie Sub near Rosslyn was abandoned in March 1938 given washouts and poor track conditions.

Principle Stations: Port Arthur, Fort William and Nolalu.

Remaining Stations: There are two PAD&WR stations that remain. They are as follows:
1. Silver Mountain: In situ at the intersection of Highways 593 and 588 as a restaurant.
2. North Lake: Moved as a summer residence to Addie Lake.
3. Thunder Bay (technically not built by the PAD&WR): In situ on North Water Street as commercial and offices.

Additional information on the Port Arthur, Duluth & Western Railway can be had from the following site designed by David Battistel. Link

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