31:
517:
morrow, the local politicians often had second and more sober thoughts and sought to control the process themselves, trying to dictate where and when the money would be spent, and on what. Long, drawn-out campaigns ensued, with businessmen and progressive farmers whose lots would be near the line advocating large unconditional grants, and those in more distant locations opposing the free bonuses of tax money. Generally, the response of the settlers, anxious to expand opportunities for trade and travel, was generous. But, when strongly opposed, Laidlaw's combative and insulting responses could generate such opposition that townships delayed contributing money for years, or refused entirely.
1528:
and freight cars, but then the effects of poor grain harvests and the business recession of the mid-late 1870s weighed heavily on the line's ability to pay a return on the capital invested. Operating ratios (costs/receipts) were no worse than other small
Ontario railways of the period, but substantially worse than those of large railways such as the GTR and CPR. The gross profit was barely equivalent to 5-6% on its outstanding bonds, which had been sold with a guaranteed return of 7-8%. This left nothing for the stockholders, or for renewals of equipment and trackage. The LSJR branch to Sutton and Lake Simcoe did not add an amount of traffic proportional to the cost of construction.
361:
1567:
1602:
352:
the principal means of transportation, but they were frozen and unusable for 4–5 months of the year. Road construction was primitive; trees were cut down and laid side by side in swamps to form 'corduroy' roads. Most roads were passable in winter (hard frozen) and summer (hard baked), but impassable mud troughs in spring and fall. Railways were essential, but had to be built cheaply enough to serve a wild and unsettled region.
1553:
better than most of its neighbours, and there was no lack of capacity. The real issue was overcapacity during a protracted traffic slump. The T&NR along with several other bankrupt lines was amalgamated in early 1882 into the
Midland Railway of Canada. The MRC by this time was a proxy for the Grand Trunk Railway in its fight with the CPR for control of Ontario rail traffic. The Midland quickly laid a
1616:
1511:
radial gear and put into service with the construction contractors. The intention was that they would go more easily around tight curves. Whether through bad design, poor assembly, or abuse and heavy uneven loading by the construction gangs, the six-wheel cars proved disastrously prone to derailment and were soon put aside in favour of cars re-equipped with two standard North
American four-wheel
1532:
weather, but there was no money for snow clearing after severe storms and
Gooderham and Worts sometimes paid for this work in order to maintain their distillery fuel supplies. Sometimes it took a month to clear the line with manual labour. There were few public accidents, but a severe toll of industrial fatalities to the operating staff. The most dangerous job was
336:, who undertook to raise the capital required in London if they obtained the contract. As a result of the exorbitant cost of land and charters, overbuilding stone bridges and stations to English standards, and initial lack of traffic to support the capital cost, the line was soon insolvent. This failure, together with a severe recession and the
521:
heavy burden on the income of the T&NR, and ultimately were to prove fatal to its prospects. Gooderham and Worts had a vital interest in maintaining supplies of firewood for fuel and grain for its production processes, and for several years it was loans and other support from the distillery company which kept the T&NR afloat.
277:
1510:
arrangement. The four-wheel boxcars were reliable and suited the traffic at first, but became too small for the increasing traffic, and were not added to after 1874. Many became wayside grounded tool vans after gauge standardisation. The first longer flatcars were built using imported sets of Clark's
1531:
The typical passenger service consisted of two trains per day each way between
Midland Junction (Lorneville) and Toronto; one of these trains extended to Coboconk; there was only one return trip each day from Sutton to Stouffville. The small narrow-gauge engines were able to cope with normal winter
600:
were promoted at the same time, and with similar objectives, by an interlocking group of
Ontario businessmen and politicians. It is not surprising that the group should decide to economise by employing one chief engineer who would apply the same design principles and choices on both lines. The first
541:
On the lower and longer settled part of the line, as far as
Uxbridge, municipal bonuses were generally given freely and generously, but beyond that place townships were sometimes less enthusiastic. Whitchurch, Reach, and Mariposa accounted for 11 miles (18 km) of line, but gave nothing. Further
537:
in York County, and
Uxbridge in Ontario County. These could be reached on a direct line through the well-established villages of Scarborough Township. Once at Uxbridge (55 km or 34 mi), Laidlaw's next objective was Lake Nipissing (300 km or 190 mi) and a junction with the future
1527:
Passenger and freight traffic on the
Toronto and Nipissing Railway grew strongly at first, challenging the ability of the line to carry all that was offered. Lumber and firewood traffic always remained strong. The T&NR directors reacted promptly by buying substantial numbers of new locomotives
1518:
Most of the T&NR freight and passenger cars were built by the St. Lawrence
Foundry, on Parliament Street, Toronto; the foundry was just a short distance from the main T&NR locomotive and car depot at Berkeley Street. William Hamilton, the owner of the foundry, was a substantial investor in
351:
in 1867, and the political promise of a transcontinental railway to the Pacific. Merchants, industrialists, and politicians of Toronto, Ontario and surrounding counties began to look for ways of opening up the back country 'bush' north of the city to settlement and trade. Lakes and rivers had been
520:
Contrary to the hopes of the promoters, the proceeds from bonuses, grants, and stock sales fell short of paying for construction of the roadbed and structures. This deficit, and the cost of purchasing iron and equipment, had to be made up by issuing bonds whose guaranteed interest payments were a
324:, Canada West via Montreal and Toronto, with a branch from Richmond to Levis near Quebec City. Investment funds for railways were scarce in the Province of Canada because the economy was mainly agricultural, and most capital was tied up in land. The line was constructed by the English contractors
1869:
Proceedings of the seventh annual general meeting of shareholders of the Toronto Nipissing Railway : held in Toronto on the 14th September, 1875, with report by the directors and statement of the capital and revenue accounts for the year ending 30th June, 1875. Published by Toronto and Nipissing
1552:
The poor financial returns on investment of all small Ontario railways in the late 1870s caused severe discontent among the bondholders. Many charged that the T&NR's troubles were due to the narrow gauge which made freight haulage uneconomic, but in fact the line's financial performance was
516:
Laidlaw and other directors fanned out through the townships, speaking at taxpayer meetings in support of bonuses for the railways. His messianic style at these meetings often generated so much enthusiasm that motions were immediately approved to grant large sums in support of the lines. On the
1557:
in the track from Midland Junction (Lorneville) to Scarborough Junction and thus gained prized standard-gauge access to Toronto. The narrow-gauge third rail was removed by 1883, and the whole Midland Railway of Canada was leased by the Grand Trunk Railway on January 1, 1884.
613:, to come to Canada at once to take up the engineering of both lines. In August, Wragge visited Pihl in Norway to see his narrow-gauge lines, and arrived in Toronto in September 1869. The tenders for the first sections of line were immediately put out.
1066:. Then followed two small 4-6-0s and one large 4-6-0 from Avonside. The most successful of all these locomotives, judged by their utilisation, were the Avonside 4-6-0s. Four of the locomotives were damaged beyond repair during a January 1883, fire at
628:
as his first resident engineer on the T&NR. When Wragge became general manager of the TG&BR in 1874, Bailey became chief engineer of the Toronto and Nipissing Railway. Bailey was also the chief engineer for the construction of the
524:
The Nipissing Act of Parliament was vague, and even the promoters were uncertain for some time as to the exact scope of the proposed railway. The T&NR Prospectus of April 1869 speaks of an 85-mile (137 km) ‘first section’ to
661:
easterly from Toronto's Berkeley Street Station to Scarborough Junction. The line became the first Canadian narrow-gauge common carrier when opened to Uxbridge on 12 July 1871. Much of the contract beyond Uxbridge was undertaken by
1968:
1973:
1081:
The numbers and names of these T&NR locomotives have long been confused in early historical reviews, and the errors repeated in subsequent publications. Reference to the original company records held by
616:
The engineering of the T&NR and the LSJR was of a much less substantial nature than on the TG&BR, with only one significant trestle over the Rouge River between Unionville and Markham. The
891:. One storey wood station demolished in the 1960s and station area now part of conservation area. Tracks removed but now used as trail. Bridge on west side of Highway 7/12 used for users on trail.
609:
came to Canada several times in 1868 and 1869 to support the parliamentary campaign and verify the surveys. On his return to England in the summer of 1869, he made arrangements for an associate,
400:– which opened in 1854, where the same issues of overbuilding a line in a small farming and fishing economy had led to an unaffordable railway. He now advocated the use of the narrow gauge of
372:, took up the challenge. He was a business associate of the powerful Gooderham and Worts Distillery interests, and other Toronto bankers and merchants. Laidlaw advertised in newspapers in
485:", and claimed that the choice of the narrow gauge was a ruse to ensure that all the traffic of the districts would be exclusively trans-shipped at Toronto, rather than Hamilton and
1536:, with many young men being crippled or killed when walking along the tops of vehicles to manually screw down brakes, and when manually coupling cars using the highly dangerous
686:) to build a 25-mile (40-kilometre) line from Stouffville Junction to Sutton and a Lake Simcoe steamer dock at Jackson's Point. This branch line was opened in December 1877.
1030:
during a visit to England in the Spring of 1869. This was before the appointment of Edmund Wragge as Chief Engineer, and it is likely that they were advised to order it by
706:
1958:
918:
835:
792:
749:
584:
would enhance the agricultural and forest trade in the area and tap the Lake Simcoe steamer traffic. The 26 mile, 3 ft 6 in gauge line was promoted as the
1544:(see illustration above) exploded at Stouffville on January 31, 1874, due to the safety valves being tied down to increase haulage power, killing three enginemen.
529:, with a branch of 10 miles (16 km) to the town of Lindsay. Such a branch was never built by the T&NR, although the connection was eventually made by the
699:
The historic building was relocated to its present location off Portage Road west of Highway 35 (Laidlaw Heritage Village) in 1995 and is now used by 314 Hood
1963:
424:
of 1851. Fox had a very influential consulting practice throughout the former British Empire and Colonies and was instrumental in gaining acceptance for the
1953:
30:
408:) with all major construction in wood, which system he had developed since the early 1860s. Pihl's ideas had been noticed in Britain where the smaller
1948:
413:
530:
304:(Ontario), was delayed by lack of capital and industrial infrastructure. The first major national railway development was the construction of the
489:. The opposition narrowly failed to defeat the narrow gauge, and provincial charters were granted to the Toronto and Nipissing Railway and the
496:
George Laidlaw sought to raise money to finance the construction of the narrow-gauge railways by the following means, in order of preference:
1898:
1850:
1819:
1788:
1578:
operates since 1996 on weekends from June through mid-October with Santa Runs in late November to mid December over 4 weekends, between the
256:
in 1982. The lines are currently used both by CN in the southern reaches for freight, as well by GO for interurban rail service as their
1654:
438:
550:
in the east. Neither seriously blocked its territorial advance but were instrumental in persuading some townships not to vote bonuses.
360:
1938:
1579:
904:
547:
468:
464:
1943:
557:, were made, but it was never found economic to blast a way through such rough uninhabited territory, and the line never did go to
1046:
delivered in 1870–71. It is significant that John Shedden, President of the T&NR, was also a Director of CE&MC. In 1872 a
1634:
1629:
597:
490:
225:, but financial difficulties led to plans of the line being built further abandoned at this point. The railway merged with the
871:
Stationed burned down in fire in 1968, Mount Albert Station is relocated to Cannington Community Centre off of Elliot Street.
564:
The lack of communications in that part of east York County lying between the line of the Northern Railway of Canada through
1575:
900:
630:
621:
585:
265:
94:
1299:
1269:
1239:
1209:
1179:
1149:
1083:
1039:
538:
Pacific Railway. The provisional mainline terminus of the T&NR, on the way to Lake Nipissing, was to be Coboconk.
543:
463:, came to the aid of the promoters with a speech in Toronto. The main opposition to the narrow gauge came from the
1566:
1649:
1639:
1075:
829:
700:
226:
74:
641:
The successful contract bidder on the first section of the Toronto and Nipissing Railway as far as Uxbridge was
455:, which supported that town's claim to be the hub (rather than Toronto) of railway traffic for western Ontario.
1644:
678:. In 1876, the Lake Simcoe Junction Railway Company, formed by citizens of York County, awarded a contract to
425:
206:
154:
1890:
1494:, and Carl Abraham Pihl's work in Norway, the early rolling stock was intended to consist of short four-wheel
380:, first managing engineer of Norway's Railway Construction Bureau. Pihl had worked on the construction, under
642:
376:, England for suggestions as to how railways might be built more cheaply in Canada. He received a reply from
1457:
1427:
1397:
1359:
1329:
1119:
1087:
1019:
472:
285:
237:
202:
340:, meant that no more capital could be raised and almost no railways were built in Canada during the 1860s.
1587:
1031:
989:
955:
667:
606:
573:
534:
448:
443:
344:
98:
90:
1490:
Based partly on contemporary British railway practice, the experience of Sir Charles Fox and Sons on the
625:
542:
north, some remote townships such as Bexley responded handsomely. The T&NR's main opponents were the
978:
1590:. YDHR declared bankruptcy in January 2024. All assets of the YDHR have been sold as of August 2024.
1839:
Narrow gauge through the bush: Ontario's Toronto Grey & Bruce and Toronto & Nipissing Railways
602:
1503:
1368:
1054:
605:
of New Brunswick, who conducted the preliminary surveys over the ground to Uxbridge and Orangeville.
232:
A series of mergers, bankruptcies and ownership changes eventually turned this right of way into the
214:
198:
178:
958:. 1886 station burned down and last station demolished in 1982 was converted house and annex added.
946:
Flag stop shelter replaced station and removed in 1980s when passenger service by CN ended in 1978.
1086:, the published Annual Reports of the company, and the Avonside Engine Company records held at the
1001:
679:
663:
658:
412:
was also proving a success. After a visit to Norway, the 3 ft 6 in gauge was taken up by
305:
78:
683:
1735:
1374:
1047:
967:
565:
456:
452:
417:
409:
337:
325:
293:
1904:
1894:
1856:
1846:
1825:
1815:
1794:
1784:
1519:
the T&NR. Based on contemporary sources the passenger cars were painted a 'straw' colour.
1067:
1043:
569:
381:
377:
261:
222:
218:
102:
82:
670:, and 87 miles (140 kilometres) of rail line was opened to Coboconk on 26 November 1872. The
1886:
1537:
1071:
500:
Bonuses approved by vote of taxpayers from each township and county on the route of the line
482:
421:
257:
241:
210:
572:
convinced local politicians that a cheap narrow-gauge line connecting with the T&NR at
1607:
1491:
1035:
617:
581:
554:
486:
460:
317:
437:
The choice of the narrow gauge led to vigorous challenges in London, England and Canada.
1879:
1621:
1023:
786:
675:
558:
369:
329:
186:
142:
1705:
1932:
1780:
671:
610:
503:
Provincial government grants per mile of track built, under the "Aid to Railways Act"
1675:
1027:
451:, the elder son of Sir Charles Fox, to the promoters, and this was taken up by the
333:
533:
via a junction at Blackwater. The first objectives were the towns of Markham and
1507:
577:
301:
297:
245:
213:, providing a valuable link to Toronto. It opened in 1871, with service between
114:
1515:. The passenger cars were never used in six-wheel form due to safety concerns.
1597:
1554:
646:
385:
253:
1860:
1038:. The largest order placed by the T&NR was for six small 4-4-0s from the
933:
920:
850:
837:
807:
794:
764:
751:
721:
708:
1923:
1908:
1583:
743:
1798:
992:
the 1871 station burned down in 1960. Now site vacant land between tracks.
1829:
416:
and Sons, the firm founded by the eminent engineer and constructor of the
1811:
1533:
1499:
888:
526:
397:
249:
1842:
1365:
1051:
703:. Formerly, it was near the RONA Tri-county Building Supplies store at
471:
in the east. Both lines were proposing to build competing lines on the
276:
209:
counties. At Nipissing it would meet the transcontinental lines of the
190:
182:
86:
59:
49:
1495:
1090:(UK) have established the correct numbering and naming, cited below.
373:
348:
321:
194:
63:
1540:. The worst accident occurred when the boiler of the Fairlie engine
1777:
Narrow gauge for us: the story of the Toronto and Nipissing Railway
1565:
1512:
1463:
1433:
1403:
1335:
1305:
1275:
1245:
1215:
1185:
1155:
1125:
1062:
1014:
359:
275:
264:, and the section between Stouffville and Uxbridge is used by the
746:
in the Kawartha Lakes, near 1834 Victoria Road on the east side.
1969:
History of rail transport in the Regional Municipality of Durham
393:
389:
1548:
Change of gauge and absorption by the Midland Railway of Canada
1389:. Damaged beyond repair by fire, at Uxbridge, January 14, 1883
1261:. Damaged beyond repair by fire, at Uxbridge, January 14, 1883
1231:. Damaged beyond repair by fire, at Uxbridge, January 14, 1883
1171:. Damaged beyond repair by fire, at Uxbridge, January 14, 1883
343:
There was a return of confidence with the Confederation of the
85:, most abandoned in 1980s but GO Transit service survives from
1974:
History of rail transport in the Regional Municipality of York
1872:. Library and Archives Canada Catalogue, Canadian Libraries.
434:) gauge in Canada, New Zealand, Australia and South Africa.
977:
Used as station until 1991 and now a community centre. See
1060:
was received from Avonside together with another, larger,
789:
on southside of Eldon Station Road west of Prospect Road.
240:
at Scarborough Junction. Passenger service was offered to
447:, used its columns to violently criticise the advice of
368:
A charismatic Scots-born Toronto wharfinger and trader,
620:
was 2% or 1:50 between Goodwood and Uxbridge, and the
645:
of Toronto. The first 9 miles (14 kilometres) used a
181:
in North America. It chartered in 1868 to build from
1004:. Now parking lot north of Parliament Square Park.
150:
113:
108:
69:
55:
45:
40:
1878:
16:First public narrow-gauge railway in North America
1012:The first locomotive on the T&NR was a small
553:Surveys of a line beyond Coboconk, and as far as
568:, and the Toronto and Nipissing Railway through
1924:'Narrow Gauge Through the Bush' R Milland Pages
1674:Garcia, Daniel; Bow, James (10 November 2006).
624:was 600 ft (183 m). Wragge appointed
356:Choice of narrow gauge, promotion and financing
915:Demolished in 1960 and only a siding remains.
1570:Heritage railway carriage at Uxbridge station
1034:based on his similar recommendations for the
820:. Station burned down or demolished in 1962.
441:, the editor of the London technical journal
384:, of the first Norwegian trunk railway – the
8:
280:Toronto and Nipissing Fairlie 0-6-6-0 No. 9
19:
777:. The 1892 stationed burned down in 2001.
742:The station was located in the village of
596:The Toronto and Nipissing Railway and the
29:
260:. The lines are still in place as far as
35:Fairlie-patent double-boilered locomotive
1722:
1092:
1959:Predecessors of the Grand Trunk Railway
1666:
1300:Canadian Engine & Machinery Company
1270:Canadian Engine & Machinery Company
1240:Canadian Engine & Machinery Company
1210:Canadian Engine & Machinery Company
1180:Canadian Engine & Machinery Company
1150:Canadian Engine & Machinery Company
1040:Canadian Engine & Machinery Company
531:Whitby, Port Perry, and Lindsay Railway
1762:
1692:
1472:Uncertain but probably one of 935-939
1442:Uncertain but probably one of 935-939
1412:Uncertain but probably one of 931-934
1070:and the remainder were sold following
221:. By December 1872 it was extended to
18:
292:Early development of railways in the
236:, at least the portions north of the
7:
1706:"Wellington, Grey and Bruce Railway"
1000:Berkeley Street Station west of the
966:Restored and in use as station. See
1964:Transport in Whitchurch-Stouffville
1655:History of rail transport in Canada
1479:. Sold by Midland Railway, 1883–84
1449:. Sold by Midland Railway, 1883–84
1419:. Sold by Midland Railway, 1883–84
1351:. Sold by Midland Railway, 1883–84
1321:. Sold by Midland Railway, 1883–84
1291:. Sold by Midland Railway, 1883–84
1201:. Sold by Midland Railway, 1883–84
1141:. Sold by Midland Railway, 1883–84
887:Junction with a connecting spur to
674:halted further construction toward
1954:3 ft 6 in gauge railways in Canada
905:Uxbridge railway station (Ontario)
601:consulting engineer in Canada was
548:Port Whitby and Port Perry Railway
469:Port Whitby and Port Perry Railway
465:Wellington, Grey and Bruce Railway
14:
1369:
1055:
899:Station still exists and used by
1949:Narrow gauge railways in Ontario
1614:
1600:
598:Toronto, Grey and Bruce Railways
1881:Narrow gauge railways of Canada
1808:Narrow gauge railways of Canada
1676:"GO Transit's Stouffville Line"
1635:Narrow-gauge railways in Canada
1630:Toronto, Grey and Bruce Railway
491:Toronto, Grey and Bruce Railway
364:Turning the sod on the T&N.
248:, before the service passed to
1743:Charles Cooper's Railway Pages
1002:Gooderham and Worts Distillery
666:, a miller and businessman of
1:
1586:Uxbridge Subdivision and the
682:and Co. (in association with
171:Toronto and Nipissing Railway
73:1868–1882; merged into
20:Toronto and Nipissing Railway
1576:York-Durham Heritage Railway
901:York-Durham Heritage Railway
631:Lake Simcoe Junction Railway
586:Lake Simcoe Junction Railway
459:, the chief engineer of the
266:York-Durham Heritage Railway
95:York Durham Heritage Railway
1845:: R Clarke and R Beaumont.
1084:Library and Archives Canada
1990:
1074:and amalgamation with the
544:Northern Railway of Canada
1939:Midland Railway of Canada
1891:Fitzhenry & Whiteside
1650:Rail transport in Ontario
1640:List of gauge conversions
1076:Midland Railway of Canada
879:Station demolished 1969.
830:Midland Railway of Canada
701:Royal Canadian Sea Cadets
227:Midland Railway of Canada
75:Midland Railway of Canada
28:
24:
1944:Defunct Ontario railways
1775:Cooper, Charles (1982).
1645:List of Ontario railways
651:5 ft 6 in
474:5 ft 6 in
427:3 ft 6 in
402:3 ft 6 in
310:5 ft 6 in
308:of Canada on a gauge of
288:, Bristol, England, 1871
156:3 ft 6 in
1877:Lavallée, Omer (2005).
1806:Lavallée, Omer (1972).
1498:, and longer six-wheel
1458:Avonside Engine Company
1428:Avonside Engine Company
1398:Avonside Engine Company
1360:Avonside Engine Company
1330:Avonside Engine Company
1120:Avonside Engine Company
1088:Leeds Industrial Museum
1020:Avonside Engine Company
722:44.660833°N 78.800778°W
286:Avonside Engine Company
238:CN Kingston Subdivision
234:CN Uxbridge Subdivision
177:) was the first public
1783:: Boston Mills Press.
1588:Stouffville GO Station
1571:
990:Scarborough GO Station
956:Stouffville GO Station
863:. Station moved over.
365:
345:British North American
289:
1736:"7a Coboconk Station"
1569:
1538:link and pin couplers
1139:Gooderham & Worts
1072:gauge standardisation
934:44.03611°N 79.19750°W
851:44.42056°N 79.00694°W
808:44.50917°N 79.98278°W
765:44.57000°N 78.01389°W
727:44.660833; -78.800778
576:and running north to
363:
296:, which consisted of
279:
1837:Clarke, Rod (2007).
1229:Rice Lewis & Son
546:in the west and the
467:in the west and the
179:narrow-gauge railway
1710:Railways of Ontario
1492:Queensland Railways
1036:Queensland Railways
939:44.03611; -79.19750
930: /
856:44.42056; -79.00694
847: /
813:44.50917; -79.98278
804: /
770:44.57000; -78.01389
761: /
718: /
659:Grand Trunk Railway
626:John Charles Bailey
461:Queensland Railways
306:Grand Trunk Railway
79:Grand Trunk Railway
21:
1572:
1199:R Walker & Son
979:Unionville Station
968:Markham GO Station
828:Junction with the
493:on March 4, 1868.
457:Abraham Fitzgibbon
453:Hamilton Spectator
410:Ffestiniog Railway
366:
338:American Civil War
294:Province of Canada
290:
268:for tourist runs.
70:Dates of operation
1900:978-1-55041-830-9
1885:(Rev. ed.).
1852:978-0-9784406-0-2
1821:978-0-919130-21-0
1814:: Railfare Book.
1790:978-0-919822-72-6
1725:, pp. 12–13.
1483:
1482:
1068:Uxbridge, Ontario
1044:Kingston, Ontario
1018:ordered from the
622:minimum curvature
382:Robert Stephenson
378:Carl Abraham Pihl
167:
166:
83:Canadian National
1981:
1912:
1884:
1873:
1864:
1833:
1802:
1766:
1760:
1754:
1753:
1751:
1749:
1740:
1732:
1726:
1720:
1714:
1713:
1702:
1696:
1690:
1684:
1683:
1671:
1624:
1619:
1618:
1617:
1610:
1605:
1604:
1603:
1580:Uxbridge Station
1562:Heritage railway
1466:
1436:
1406:
1373:
1371:
1338:
1308:
1278:
1248:
1218:
1188:
1158:
1128:
1093:
1065:
1059:
1057:
1017:
945:
944:
942:
941:
940:
935:
931:
928:
927:
926:
923:
862:
861:
859:
858:
857:
852:
848:
845:
844:
843:
840:
819:
818:
816:
815:
814:
809:
805:
802:
801:
800:
797:
776:
775:
773:
772:
771:
766:
762:
759:
758:
757:
754:
733:
732:
730:
729:
728:
723:
719:
716:
715:
714:
711:
656:
652:
603:John Edward Boyd
483:Provincial gauge
480:
475:
433:
428:
422:Great Exhibition
407:
403:
315:
311:
258:Stouffville line
211:Canadian Pacific
162:
157:
145:
139:
135:
133:
132:
128:
125:
33:
22:
1989:
1988:
1984:
1983:
1982:
1980:
1979:
1978:
1929:
1928:
1920:
1915:
1901:
1876:
1867:
1853:
1836:
1822:
1805:
1791:
1774:
1770:
1769:
1761:
1757:
1747:
1745:
1738:
1734:
1733:
1729:
1721:
1717:
1704:
1703:
1699:
1691:
1687:
1680:Transit Toronto
1673:
1672:
1668:
1663:
1620:
1615:
1613:
1608:Railways portal
1606:
1601:
1599:
1596:
1564:
1550:
1525:
1513:trucks (bogies)
1488:
1462:
1432:
1402:
1364:
1334:
1304:
1274:
1244:
1214:
1184:
1154:
1131:September 1870
1124:
1061:
1050:
1013:
1010:
998:
986:
975:
964:
952:
938:
936:
932:
929:
924:
921:
919:
917:
916:
913:
897:
885:
877:
869:
855:
853:
849:
846:
841:
838:
836:
834:
833:
826:
812:
810:
806:
803:
798:
795:
793:
791:
790:
783:
769:
767:
763:
760:
755:
752:
750:
748:
747:
740:
726:
724:
720:
717:
712:
709:
707:
705:
704:
697:
692:
654:
650:
639:
618:ruling gradient
594:
555:Minden, Ontario
478:
473:
431:
426:
414:Sir Charles Fox
405:
401:
358:
318:Portland, Maine
313:
309:
274:
160:
155:
141:
137:
130:
126:
123:
121:
120:4 ft
119:
36:
17:
12:
11:
5:
1987:
1985:
1977:
1976:
1971:
1966:
1961:
1956:
1951:
1946:
1941:
1931:
1930:
1927:
1926:
1919:
1918:External links
1916:
1914:
1913:
1899:
1874:
1865:
1851:
1834:
1820:
1803:
1789:
1771:
1768:
1767:
1765:, p. 183.
1755:
1727:
1715:
1697:
1685:
1665:
1664:
1662:
1659:
1658:
1657:
1652:
1647:
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1637:
1632:
1626:
1625:
1622:Ontario portal
1611:
1595:
1592:
1563:
1560:
1549:
1546:
1524:
1521:
1506:using Clark's
1504:passenger cars
1487:
1484:
1481:
1480:
1473:
1470:
1467:
1460:
1455:
1451:
1450:
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1425:
1421:
1420:
1413:
1410:
1407:
1400:
1395:
1391:
1390:
1383:
1382:864 & 865
1380:
1379:December 1871
1377:
1362:
1357:
1353:
1352:
1345:
1342:
1341:December 1871
1339:
1332:
1327:
1323:
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1312:
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1207:
1203:
1202:
1195:
1192:
1191:December 1870
1189:
1182:
1177:
1173:
1172:
1165:
1162:
1161:November 1870
1159:
1152:
1147:
1143:
1142:
1135:
1132:
1129:
1122:
1117:
1113:
1112:
1109:
1106:
1103:
1100:
1097:
1024:George Laidlaw
1009:
1006:
997:
994:
988:Formerly near
985:
982:
974:
971:
963:
960:
951:
948:
912:
909:
896:
893:
884:
881:
876:
873:
868:
865:
825:
822:
787:Eldon, Ontario
782:
779:
739:
736:
696:
693:
691:
688:
676:Lake Nipissing
638:
635:
593:
590:
559:Lake Nipissing
514:
513:
510:
507:
504:
501:
418:Crystal Palace
370:George Laidlaw
357:
354:
347:colonies into
273:
270:
252:, and then to
187:Lake Nipissing
165:
164:
152:
151:Previous gauge
148:
147:
143:standard gauge
117:
111:
110:
106:
105:
81:; and finally
71:
67:
66:
57:
53:
52:
47:
43:
42:
38:
37:
34:
26:
25:
15:
13:
10:
9:
6:
4:
3:
2:
1986:
1975:
1972:
1970:
1967:
1965:
1962:
1960:
1957:
1955:
1952:
1950:
1947:
1945:
1942:
1940:
1937:
1936:
1934:
1925:
1922:
1921:
1917:
1910:
1906:
1902:
1896:
1892:
1888:
1883:
1882:
1875:
1871:
1866:
1862:
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1854:
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1831:
1827:
1823:
1817:
1813:
1809:
1804:
1800:
1796:
1792:
1786:
1782:
1778:
1773:
1772:
1764:
1759:
1756:
1744:
1737:
1731:
1728:
1724:
1723:Lavallée 1972
1719:
1716:
1711:
1707:
1701:
1698:
1694:
1689:
1686:
1681:
1677:
1670:
1667:
1660:
1656:
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1648:
1646:
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1612:
1609:
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1577:
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1522:
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1516:
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1509:
1505:
1501:
1497:
1493:
1486:Rolling stock
1485:
1478:
1474:
1471:
1468:
1465:
1461:
1459:
1456:
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1448:
1444:
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1399:
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1238:
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1234:
1230:
1226:
1223:
1220:
1217:
1213:
1211:
1208:
1205:
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1200:
1196:
1193:
1190:
1187:
1183:
1181:
1178:
1175:
1174:
1170:
1166:
1163:
1160:
1157:
1153:
1151:
1148:
1145:
1144:
1140:
1136:
1133:
1130:
1127:
1123:
1121:
1118:
1115:
1114:
1110:
1108:Works number
1107:
1104:
1101:
1098:
1095:
1094:
1091:
1089:
1085:
1079:
1077:
1073:
1069:
1064:
1058:
1053:
1049:
1045:
1041:
1037:
1033:
1029:
1025:
1021:
1016:
1007:
1005:
1003:
995:
993:
991:
983:
981:
980:
972:
970:
969:
961:
959:
957:
949:
947:
943:
910:
908:
906:
902:
894:
892:
890:
882:
880:
874:
872:
866:
864:
860:
831:
823:
821:
817:
788:
780:
778:
774:
745:
737:
735:
731:
702:
694:
689:
687:
685:
681:
680:John Naismith
677:
673:
672:panic of 1873
669:
665:
664:Edward Wheler
660:
655:1,676 mm
648:
644:
636:
634:
632:
627:
623:
619:
614:
612:
611:Edmund Wragge
608:
604:
599:
591:
589:
587:
583:
579:
575:
571:
567:
562:
560:
556:
551:
549:
545:
539:
536:
532:
528:
522:
518:
511:
509:Sale of bonds
508:
506:Sale of stock
505:
502:
499:
498:
497:
494:
492:
488:
484:
479:1,676 mm
476:
470:
466:
462:
458:
454:
450:
446:
445:
440:
439:Zerah Colburn
435:
432:1,067 mm
429:
423:
419:
415:
411:
406:1,067 mm
399:
395:
391:
387:
383:
379:
375:
371:
362:
355:
353:
350:
346:
341:
339:
335:
331:
327:
323:
319:
314:1,676 mm
307:
303:
300:(Quebec) and
299:
295:
287:
284:built by the
283:
278:
272:Early history
271:
269:
267:
263:
259:
255:
251:
247:
243:
239:
235:
230:
228:
224:
220:
216:
212:
208:
204:
200:
196:
192:
188:
184:
180:
176:
172:
161:1,067 mm
158:
153:
149:
144:
138:1,435 mm
118:
116:
112:
107:
104:
100:
96:
92:
88:
84:
80:
76:
72:
68:
65:
61:
58:
54:
51:
48:
44:
39:
32:
27:
23:
1880:
1868:
1838:
1807:
1776:
1758:
1746:. Retrieved
1742:
1730:
1718:
1709:
1700:
1688:
1679:
1669:
1573:
1551:
1541:
1530:
1526:
1517:
1489:
1476:
1469:early 1873?
1446:
1416:
1386:
1348:
1318:
1288:
1259:Joseph Gould
1258:
1228:
1198:
1168:
1138:
1080:
1028:John Shedden
1011:
999:
987:
976:
965:
953:
914:
898:
886:
878:
870:
827:
784:
741:
713:78°48′02.8″W
710:44°39′39.0″N
698:
684:Frank Shanly
640:
637:Construction
615:
595:
563:
552:
540:
523:
519:
515:
495:
442:
436:
367:
342:
291:
281:
233:
231:
174:
170:
168:
163:) until 1881
46:Headquarters
1887:Markham, ON
1843:Toronto, ON
1763:Clarke 2007
1693:Clarke 2007
1508:radial axle
1409:early 1873
1251:March 1871
1221:early 1871
1169:M C Cameron
1032:Douglas Fox
1008:Locomotives
984:Scarborough
950:Stouffville
937: /
854: /
811: /
768: /
725: /
668:Stouffville
607:Douglas Fox
592:Engineering
578:Lake Simcoe
574:Stouffville
535:Stouffville
449:Douglas Fox
444:Engineering
390:Christiania
302:Canada West
298:Canada East
246:Stouffville
215:Scarborough
115:Track gauge
99:Stouffville
91:Stouffville
1933:Categories
1870:Railway Co
1661:References
1555:third rail
973:Unionville
925:79°11′51″W
922:44°02′10″N
883:Blackwater
875:Sunderland
867:Cannington
842:79°00′25″W
839:44°25′14″N
824:Lorneville
799:79°58′58″W
796:44°30′33″N
756:78°00′50″W
753:44°34′12″N
647:third rail
643:John Ginty
386:Hovedbanen
254:GO Transit
1861:166687958
1584:Metrolinx
1523:Operation
1311:May 1871
1281:May 1871
744:Kirkfield
738:Kirkfield
566:Newmarket
244:and then
229:in 1882.
146:from 1881
109:Technical
77:in 1882;
1909:52459655
1812:Montreal
1781:Erin, ON
1594:See also
1534:brakeman
1417:Coboconk
1289:Uxbridge
1099:Builder
911:Goodwood
895:Uxbridge
889:Coboconk
695:Coboconk
690:Stations
657:)-gauge
570:Uxbridge
527:Coboconk
398:Eidsvoll
262:Uxbridge
250:Via Rail
223:Coboconk
219:Uxbridge
207:Victoria
134: in
103:Uxbridge
41:Overview
1799:9633005
1748:May 25,
1582:on the
1542:Shedden
1496:boxcars
1387:Shedden
1375:Fairlie
1366:0-6-6-0
1349:Toronto
1096:Number
1052:0-6-6-0
1048:Fairlie
996:Toronto
962:Markham
649:on the
420:at the
392:(today
330:Brassey
316:) from
282:Shedden
242:Markham
203:Ontario
191:Ontario
183:Toronto
175:T&N
129:⁄
87:Toronto
60:Ontario
50:Toronto
1907:
1897:
1859:
1849:
1830:516037
1828:
1818:
1797:
1787:
1475:named
1447:Bexley
1445:named
1415:named
1385:named
1347:named
1317:named
1287:named
1257:named
1227:named
1197:named
1167:named
1137:named
1111:Notes
1026:, and
903:. See
582:Sutton
487:Whitby
374:London
349:Canada
322:Sarnia
205:, and
197:, via
195:Canada
93:, and
64:Canada
56:Locale
1739:(PDF)
1477:Brock
1464:4-6-0
1439:1872
1434:4-6-0
1404:4-6-0
1336:4-6-0
1319:Eldon
1306:4-4-0
1276:4-4-0
1246:4-4-0
1216:4-4-0
1186:4-4-0
1156:4-4-0
1126:4-4-0
1105:Date
1102:Type
1063:4-6-0
1015:4-4-0
781:Eldon
580:near
512:Loans
396:) to
388:from
334:Betts
97:from
1905:OCLC
1895:ISBN
1857:OCLC
1847:ISBN
1826:OCLC
1816:ISBN
1795:OCLC
1785:ISBN
1750:2013
1574:The
1502:and
1500:flat
1344:867
1134:808
954:See
394:Oslo
332:and
326:Peto
217:and
199:York
169:The
1454:12
1424:11
1394:10
1314:88
1284:87
1254:86
1224:85
1194:84
1164:83
1042:of
1022:by
785:In
481:) "
320:to
189:in
185:to
101:to
89:to
1935::
1903:.
1893:.
1889::
1855:.
1841:.
1824:.
1810:.
1793:.
1779:.
1741:.
1708:.
1678:.
1356:9
1326:8
1296:7
1266:6
1236:5
1206:4
1176:3
1146:2
1116:1
1078:.
907:.
832:.
734:.
633:.
588:.
561:.
328:,
201:,
193:,
140:)
62:,
1911:.
1863:.
1832:.
1801:.
1752:.
1712:.
1695:.
1682:.
1370:T
1056:T
653:(
477:(
430:(
404:(
312:(
173:(
159:(
136:(
131:2
127:1
124:+
122:8
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