This undated photo shows a mixed train of the Canadian Northern headed by a 2-6-0 Mogul (either 107 or 108) moving past piles wood and lumber stacked alongside the tracks. The photo was most likely taken in the 1910's somewhere near Nolalu.
1872
-Charter granted to the Thunder Bay Silver Mines Railroad
1881
-Application made to incorporate the Thunder Bay & Minnesota Railway (T.B & M.R.R)
1882
-T.B & M.R.R bill thrown out of Parliament
-Application made to incorporate the Thunder Bay Colonization Railroad Company (TBCR)
1883
-Charter granted to the TBCR on February 1st.; authorized to build From Prince Arthur's Landing to a point east of Arrow Lake on Pigeon River
1884
-First sod turned for the TBCR on November 22nd.
1885
-The TBCR granted a Dominion subsidy of $92,000 from Murillo Stn on the CPR to the east end of Whitefish Lake.
1886
-TBCR granted an additional $179,000 subsidy for the extension of line from Whitefish Lake to Crooked Lake
-TBCR extended to Nameukan Lake, with a branch to Crooked Lake
1887
-Renamed the Port Arthur, Duluth, & Western Railway (P.A.,D.&W.). by Provincial Statute on April 23rd.
-Construction begun
-First sod turned at the foot of John St. on September 24th.
-Nine miles cleared and graded
1888
-Ontario Government authorizes railway to change projected route; from Port Arthur, via Whitefish Lake to Gunflint Lake
-The P.A.D & W incorporated by the Dominion Government on May 4th, and declared a work for the general benefit of Canada
-The P.A.D & W receives a Dominion subsidy of $271,200 for 84 and 3/4 miles from Port Arthur to Gunflint Lake
1889
-Initial work abandoned; new route chosen
-Construction resumed; reaches Kaministiquia River at Stanley (mile 19) by years end
1890
-P.A.D & W given a $3200 per mile subsidy for a five mile branch to Kakabeka Falls by the Dominion Government
-The P.A.D & W signs a running rights agreement with the Ontario and Rainy River Railway
-Tracks laid to Silver Mountain (mile 40) by December 20th.
1891
-A fire in January destroys the company's engine house, damaging two engines and causing $10,000 worth of damage
-US engineers survey the Duluth & Iron Range Railroad route north to Gunflint Lake
-Rails reach almost to North Lake by the end of the year
1892
-The Gunflint Lake Iron Company incorporated in March
-The P.A.D & W given a Provincial subsidy of $21,000 to complete the line to Gunflint Lake, as well as a $7,000 subsidy for 3 and ½ miles of the Kakabeka branch
-the Port Arthur, Duluth and Western Railway Company of Minnesota incorporated in Minnesota in May
-Contract signed to haul 1 million tons of ore over 10 year
-Ore docks proposed in both Port Arthur and Fort William; never undertaken
-Forest fires delay the completion of the line
-Railway completed to Gunflint (Paulson) Mines
1893
-Railway officially opened on June 1st.
1894
-US portion of line damaged by forest fires
1895
-The railway granted a $3,000 per mile subsidy for a 80 mile branch line to the Rainy River District
1897
-Branch-line to Kakabeka Falls completed; P.A.D & W offering weekly excursion trips to the falls
1898
-Railway sold to Canadian Northern Railway (C.N.o.R) for an estimated $250,000
1899
-Ontario & Rainy River Railway authorized to acquire the holdings of the P.A.D & W
-Telegraph lines put up along the line
1900
-First 19 miles of PD to Stanley Junction becomes the cornerstone of C.N.o.R's O&R.R.R.
1901
-Becomes Canadian Northern Railway-Duluth Extension
1902
-Section between North Lake Station and Gunflint Narrows is abandoned
-Plans made by the Duluth & Northern Minnesota Railway to construct north to Gunflint Lake
-Pigeon River Lumber Company constructs the Gunflint & Lake Superior Railroad which travels from the Duluth Extension at Little Gunflint Lake, 3 and ½ miles to Crab Lake
1903
-Tri-weekly service to LeeBlain is restored for the balance of the year
1906
-New C.N.o.R station constructed in Port Arthur
1909
-Railway does considerable business hauling logs from Gunflint Lake
-C.N.o.R makes plan to construct a separate line to Duluth, by-passing Ely
-Forest fires cause extensive damage to the line, including the destruction of a 1000-foot trestle on North Lake; severing the line to Gunflint and the US
1912
-C.N.o.R completes the Stanley cut-off; Duluth Extension and Main Line Section trains now diverge at Twin City Junction
1915
-All rails removed from the Minnesota portion of the line; all rails west of North Lake removed as well
1918
-The Duluth Extension becomes the North Lake Branch
1919
-Nationalization; becomes Canadian National Railways-North Lake Sub-Division
1921
-Plans made by the Palatine Mining & Development Co to re-open the Paulson mine and re-build the abandoned section of line
1922
-Wooden trestle over the Kaministiquia River replaced with a concrete and steel structure
1923
-Forest fire destroys trestle at Mackies Siding; shortens line by 24 miles
-Section between North Lake and Mackies abandoned
1936-37
-Caterpillar infestations hamper operations
1937
-All rails west of Mackies torn-up
1938
-High water on the Whitefish River causes washouts and weakens several bridges near Hymers
-Last train runs on March 25th.; application made by CN to abandon line
-CN formally abandons the line in October
1938-39
-Rails between Mackies and Rosslyn removed; 1.74 miles of track left as an industrial spur
1958
-Provincial government announces that several parts of PD to form base of highway to North Lights Lake
1977
-North Lake Station rebuilt near Addie Lake; planned park and nature trails never completed
-Dive undertaken at Trestle Bay on North Lake to recover artifacts; little found
1986
-Spur line at Rosslyn removed on July 28th.
1989
-Slate River Station in Rosslyn demolished on July 26th.
1990's
-Northwestern Ontario Snowmobile Association embarks on a plan to clear sections of former rail bed to be used as snowmobile/nature trails
1993
-Painting by Brian Nieminen released to commemorate 100th anniversary of PD's opening
1999
-Elinor Barr releases her book "Thunder Bay to Gunflint"
