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Dumble and stated that if he were willing to give up the lease, the line could be leased to the Grand Trunk
Railway at a significant profit. He agreed, only to find the next day that the line had not been leased to the GTR, but the shareholders of the Millbrook Branch - Boulton, Covert and Fowler. The new directors immediately laid off the men working to improve the bridge.
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continued to be a serious problem throughout the railway's lifetime. John Fowler was brought in to replace
Spaulding, and the bridge was gradually upgraded, starting with the construction of causeways in the shallower portions. Full service was restored in the spring, but by this time poor construction of the southern portions of the line was becoming evident as well.
526:(PHL&B), which had started pushing towards Peterborough and reached it on 12 May 1858. In order to ward off this upcoming threat, Dumble arranged contracts with a number of lumber interests in the town to continue using the C&PRy. By 1859 the railway moved 26,000,000 board feet of lumber and the bridge was finally stabilizing.
562:. This was only a few miles from the northern portions of the Trent River where they emptied into Rice Lake. A new plan to service the mines was brought up by W. W. Dean at the 1864 meeting, and in 1865 John Dumble was asked to examine the concept of selling the line to investors for hauling iron. He found an interested party in
345:, and would take some time to open. In fact, this section was not fully opened until the 1880s. In 1835 the company once again hired Rubidge, this time accompanied by Baird, to re-survey the route. They returned three potential routes, ending in the towns of Bewdley, Claverton (today known as Gore's Landing) and Sully.
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where it turned northeast in a series of curves between
Precious Corners and Baltimore. North of Baltimore the line closely follows the current path of Harwood Road, about 50 metres to the west until it reaches Oak Ridges Road, and then on the road's right-of-way for the final two miles into Harwood.
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The line was extremely productive, hauling an average of 300 tons of ore a day. Additionally, the mine's operators came to use
Cobourg as their summer cottage areas, greatly increasing the prosperity of the town. The mine's productive period lasted only a short time; the last shipment on the line was
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was slowly being constructed on the lakes north and west of
Peterborough. It would not be complete through Peterborough until 1904, and as a complete waterway until 1920. Nevertheless, by the middle of the 19th century there was already considerable traffic on the canals, but no way to reach markets
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Bethune's steamer network was hampered by the lack of any ability to reach Lake
Ontario, a problem for any of the ports in the area. While Bethune was busy setting up the locks, he was also engaged with local businessmen in an effort to build a railway from the Sully dockyard to the port in Cobourg.
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Even the bridge is now mostly lost, although this was due largely to the raising of water levels that occurred after the Trent
Waterway was finally completed in 1923, and the water levels were lifted to provide more flow into the locks. One portion of the bridge remains visible, stretching from the
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become common. Most of the route has since disappeared. The sections north of Rice Lake are more visible, lately due to these areas remaining in agricultural use, and seeing less residential development. All that remains of the
Blairton section are the docks on the Crowe Lake and the Trent. A small
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When the Grand Trunk
Railway purchased the Midland Railway of Canada they also took over the P&CL on 23 March 1888, and finally completed the line a further four miles to Chemong Lake in 1891, ending at a point known as Bridge Landing (today known as Bridgenorth). This was used for only a short
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was granted on 10 December 1852, and the town purchased ÂŁ25,000 of the stock. The engineering was initially offered Samuel Keefer who estimated the cost at ÂŁ125,000, but could not take the job. It was then offered to Ira
Spaulding, who recommended increasing the estimate to ÂŁ151,000 in light of the
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of 1837 added to the company's woes, and the efforts became moribund. Several attempts to restart construction through the Cobourg Rail Road Company were unsuccessful. The company secured an extension of three years on their building permit in 1836, but by the early 1840s work on the line had still
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brought 2,024 Irish immigrants to Canada and decamped them at Cobourg in tents. The immigrants were moved north and started settlements across the area between Cobourg and Rice Lake. Over time the settlements extended northward past the lake, and the town of Peterborough formed in this newly opened
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The new operators began taking direct action against the Cobourg line. Some time in 1861 they moved the locomotives to their own yards in Port Hope, and then sabotaged the bridge by removing iron bolts and fittings, taking them for use on the Millbrook line. At some point between 1861 and 1863 the
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Soon after the road was rendered useless, a new group led by D'Arcy Boulton Jr. (G.S.'s and Peter Robinson's nephew) restarted efforts to build the railway. This time the plan was to push across Rice Lake and end in Peterborough, at that time a quickly growing industrial town. In the fall of 1850,
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For services north of Bobcaygeon, Bethune proposed building a lock system to bypass a set of rapids. Bethune spent liberally on construction, only to find it didn't have enough water to operate year-round. In 1834 directors of the Bank of Upper Canada arrived to check the books. Bethune appears to
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The line was finally sold off to the Grand Trunk on 1 April 1893. The Blairton section was immediately abandoned while the section to Rice Lake continued to be used for passenger service until 1898 when the line was officially closed. Rails were lifted after this period, and apparently shipped to
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Meanwhile, Boulton had purchased shares in the PHL&B. Covert entered a partnership with John Fowler, who had bid to lease the C&PRy but lost to Boulton, to lease operations of their Millbrook Branch into Peterborough. In December 1859, J.H. Cameron representing the bondholders, approached
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The line was opened all the way to Peterborough on 29 December 1854, again with offers of a free ride the 28.5 mile length of the line. The line had only been running for three days when, on 1 January 1855, shifting ice on the lake pushed the bridge and it had to be closed for repairs. The bridge
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Ore was loaded onto barges on the Trent then hauled up the Trent and across Crowe Lake to the dock in Blairton. The ore was then driven the short distance to Trent River, where the bottom-opening cars would dump the ore into new barges. These were hauled to the dock in Harwood where the ore was
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The road proved almost unusable in spring and fall when wet weather made it unable to carry a load. Maintenance suffered, and by 1850 the road was almost unusable. Luckily for Cobourg business interests, the Port Hope efforts had failed, and competition to the plank road had never materialized.
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During a town meeting in 1864, Dumble revealed the successful trickery and sabotage, but offered an optimistic note that the C&PRy still had a shorter route than the Port Hope line, and ended at a better harbour. When Covert was questioned, he claimed that he had removed the iron works for
329:, successful local businessmen. In 1831 the group hired F.P. Rubidge, also working on Bethune's lock system, to examine routes from Cobourg to Rice Lake. In 1832, Rubidge returned a proposed route running through several valleys from D'Arcy Street in Cobourg northward to the docks at Sully.
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in the world. However, it was not the strongest, and the bridge was shifted due to ice only a few days after opening. Problems with ice continued to be a serious concern throughout the railway's history. A series of companies took over operations of the C&PRy, including a lease to the
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Sod was turned by the new mayor's wife on 7 February 1853, at the corner of what is today the northeast corner of Spring Street and University Avenue (then Railway and Seminary). Work on the bridge started on March 3. Financial problems arose in 1854 with the advent of the
991:
History of the County of Peterborough, Ontario: Containing a History of the County; History of Haliburton County; Their Townships, Towns, Schools, Churches, Etc.; General and Local Statistics; Biographical Sketches; and an Outline History of the Dominion of Canada, Etc.,
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bridges, and a centre pivot draw bridge, extending for two and a half miles across the lake. However, to save money, Zimmerman did not fill in the pilings along the northern sections of the bridge, which were noticed in the spring of 1854 to have shifted due to ice.
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In spite of any problems, the railway under Boulton's directorship proved extremely lucrative for all involved. Building lots in Harwood jumped from $ 3 to $ 400 an acre, and incomes from the line proved to be considerably higher the similar lines in the area.
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was chartered to build the line within set times, and given an initial grant of ÂŁ10,000 to start the work. Stock subscriptions were slow in coming, perhaps due to Bethune's bankruptcy around this time. Additionally, in 1833 the provincial government hired
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Andrew Jeffrey was appointed to head a new committee to study the railway. Other members of the group included Boulton, the mayor Ebeneezer Perry, H. Ruttan and T. Dumble. In late 1851 Boulton claimed that a line would be operational in three years.
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In the summer of 1858 the president of the company, Henry Covert, decided to take over the operations lease from Boulton. The shareholders rejected Covert's plan, and instead handed it to John Henry Dumble, who had some experience from the
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have staged a robbery to upset the investigation, and while nothing was proven, 9,000 pounds of loans were put on Bethune personally. Bethune attempted to sell everything he owned to pay the debt, but failed, and died impoverished in
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hauled uphill on a steam-powered conveyor and loaded into train cars again. The final haul ended on an inclined ramp on the docks in Cobourg, where they ore was again dumped into barges or steamers, typically bound for Rochester.
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was formed. With initial capital of ÂŁ6,000, the company purchased 300,000 feet of three-inch wide planks, 12 or 13 feet long. The road was laid along the current route of Burnham Street to Gore's Landing, under the direction of
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refused to allow the Prince to cross on the bridge, causing many snide remarks in the Toronto press. The Prince was instead taken across Rice Lake by steamboat, and rejoined the train at Hiawatha on the north side.
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The railway started on what is today Cobourg's beach area, running northwest across the harbour area before turning north along the line which is now Spring Street. It ran to a point just north of the current
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From Hiawatha the line ran roughly northward towards Peterborough, arriving in Ashburnham, on the east side of the Otonabee River. Ashburnham was formerly a separate town, but was annexed by Peterborough.
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By the late 1820s it was becoming clear that Peterborough was going to be a success, and there was a definite need to provide markets for the burgeoning lumber mills and farms springing up in the area.
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to examine the Trent River with hopes for opening it for navigation. This route would also connect to Rice Lake and therefore bypass a railway link, but was also added 77 miles to the route to
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to market. The line was successful for some time, until other lines pushed into the Marmora area, while the mines were running out of profitable ore. In 1886, the line was sold again to the
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494:, northwest of Peterborough. By the summer of 1859 four miles had been completed from the east side of the Otonabee River across a bridge built between 1867 and 1871, where it crossed the
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formed a Board of Works for these sorts of local improvements, and both Cobourg and Port Hope applied for permission to build a route, with Port Hope's plan winning approval. The
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The line reached Harwood in May 1854, and citizens were offered a free ride on the line. Work on the bridge continued through the year. The bridge was the second largest
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The town sold the railway to Schoenberger's group for $ 100,000. The investors also purchased the entire Marmora works as well, and combined the two to form the
147:. Before the railway the only means of travel was by stage coach lines between larger populated areas overland or by boat. A series of problems, including the
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use. Most evidence of the line has since disappeared, although remains of the trestle are still visible, and rise from the lake during periods of low water.
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south or east. This led to the creation of a number of railways whose primary purpose was to act as endpoints for canal traffic to be carried to Toronto.
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The bridge across Rice Lake starts at the northernmost point of land, on the eastern side of Harwood. Here the causeway ran north-northwest towards
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Sod was turned at this location in 1853. The Cossen Car Works grew up on this site, which by this point in 1948 had dwindled to just the foundry.
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to downtown Peterborough. To serve markets further north, a second steamer was built in Peterborough, sawn in half, and transported overland to
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171:, who ran a competing line only a few miles away. The new operators surreptitiously sabotaged the bridge, causing it to collapse in 1861.
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498:'s branch to Lakefield. A lack of further funding prevented further expansion northward, and the bridge was eventually closed in 1882.
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which passed between the two ends of this branch. This was ultimately unsuccessful, and by this time several other lines, notably the
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and following US recession caused by presidential meddling in the banking system made further subscriptions hard to come by. The
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The final section from Peterborough to Chemong ran due north to meet the lake at a dock north of Smith-Ennismore-Lakefield.
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to test electric locomotives, after which the line was lifted in sections and donated to the Canadian Army's Railway Corps.
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519:(GTR). He raised 5,000 pounds in new funds to upgrade the line and began filling in the remaining portions of the piles.
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in 1878, and mine shut down in 1879. By this point the Marmora area was well served by numerous lines, including the
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135:, Canada. The line was initially considered in 1831 as a way to bring the products from the burgeoning area around
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costs of the bridge across Rice Lake. A construction contract was offered and picked up by Zimmerman & Balch,
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docked at the town of Sully (today known as Harwood) on the southern shore of the lake, and ran north through the
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581:). In spite of the name, the Peterborough section of the line was not used, however, a new stretch of line from
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617:, formed on 23 June 1887. Their interest was primarily in an attempt to connect the Blairton section to the
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Most of Ontario was empty wilderness except for a few scattered settlements that formed primarily after the
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was contracted to build rolling stock, the start of a company that would long outlast the railway itself.
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south shore of Rice Lake at Harwood. It appears as a land causeway, with trees and bushes growing on it.
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Given its early disappearance, unlike many historical railways the C&PRy route was not converted to
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section through the Ashburnham section of Peterborough is now used as the Rotary Club Greenway Trail.
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Harwood Station and the causeway to Tic Island, some time after the closure of the Rice Lake crossing.
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In the late 1840s, the Marmora Iron Works formed as a collection of iron mines in the area around
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In 1860 the town opened their new town hall, Victoria Hall, and invited Prince Albert (the future
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The C&P ran straight across Rice Lake on this causeway and a series of bridges further north.
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arrived in Cobourg in 1816 and started several enterprises before settling on running a combined
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time until it was again abandoned in 1902. Portions of the line were used in 1915 by Canadian
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With the railway line abandoned, the town again hired Baird in 1842 to survey the route for a
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The southern portion of the line, below Rice Lake, had a second life from 1867 as part of the
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Worried that business from north of the lake would bypass Cobourg, in the spring of 1846 the
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Due to is early closure and lifting, the C&PRy was closed long before the conversion to
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was opening a port for this trade, but construction was hopelessly mired in local politics.
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The Harwood station has since been moved and re-used as a community building in Roseneath.
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638:. The section between the GTR mainlines and the port in Cobourg were lifted in the 1980s.
37:
A locomotive on the Blairton Extension of the Cobourg and Peterborough Railway circa 1870.
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438:'s firm, who signed the contract on 15 January 1853, and threw in ÂŁ1,000 for good will.
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689:, then turns very slightly more northward for the remainder of the way to Hiawatha.
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which ran directly through the Marmora mines, were providing service in this area.
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A major threat to the operations was the construction of a spur from the competing
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in 1893, who closed it in 1898. The rails were apparently shipped to France during
191:
155:, meant that construction did not begin until 1853, reaching Peterborough in 1854.
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which created a labour shortage and wages rose to one dollar per twelve-hour day.
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Bethune took advantage of this by building a small streamer on Rice Lake, the
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project in North America at the time, consisting of a series of trestles, 31
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safekeeping, because everyone knew the bridge was going to collapse anyway.
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1836:
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178:. This was a network using the original C&P, a short run known as the
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635:
443:
370:
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82:
1049:. Vol. 41. H.C. Maclean. 1921. p. 51 – via Google Books.
613:
The residual capital of the original CP&M&M was sold off to the
1991:
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The bridge was a 4-kilometer (2.5 mi) long, single-tracked wooden
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458:
366:
305:
210:
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818:
Frontiersmen and Settlers: The Bells in Scotland, Ireland and Canada
187:
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1471:
342:
128:
61:
575:
Cobourg, Peterborough & Marmora Railway & Mining Company
176:
Cobourg, Peterborough & Marmora Railway & Mining Company
1151:
1149:
1147:
1145:
1143:
1115:
1113:
1111:
1109:
1096:
1094:
907:"Destiny Derailed: A History of Cobourg's Railroads 1833-1893"
554:
Cobourg, Peterborough & Marmora Railway and Mining Company
1361:
1027:
1025:
1023:
1016:. Kraus Reprint Company. p. 17 – via Google Books.
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in the navigation between Tic Island and the northern shore.
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842:
840:
838:
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490:(P&CL) was chartered to connect to the canal system at
1259:"Cobourg & Peterborough Railway - Part 1. The Railway"
1172:. Vol. II. Canadian Railway Station News. p. 97.
1020:
1009:
728:
615:
Cobourg, Blairton & Marmora Railway and Mining Company
609:
Cobourg, Blairton & Marmora Railway and Mining Company
196:
Cobourg, Blairton and Marmora Railway & Mining Company
962:
925:
835:
389:, the "Stage Coach King", and Thomas Gore as supervisor.
198:, who operated it sporadically before selling it to the
360:
1060:
1058:
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on piles, with 33 truss spans (24 m each) and a 36 m
253:
724:
680:
396:
234:were given land around the province, but mostly in
1053:
988:Mulvany, Charles Pelham; Ryan, Charles M. (1884).
2646:Rail transport in Northumberland County, Ontario
2632:
1206:"The Cobourg & Peterborough Railway Company"
867:
865:
863:
861:
859:
857:
981:
601:which ran directly to the Grand Trunk lines at
1347:
854:
546:main center section of the bridge collapsed.
478:Through the mid-1800s, what would become the
473:
369:to Rice Lake. The newly formed government of
1184:"Cobourg and Peterborough Railway 1852-1898"
221:
1003:
987:
703:
269:. He also became the local cashier for the
1354:
1340:
1136:. Mika Publishing Company. pp. 42–43.
808:
712:
169:Port Hope, Lindsay & Beaverton Railway
31:
1231:
1170:Directory of Railway Stations of Ontario
1155:
1119:
1100:
1031:
975:
956:Lindsay & District Model Railroaders
934:
848:
524:Port Hope, Lindsay and Beaverton Railway
416:
408:
400:
909:. Steampower Publishing. Archived from
814:
488:Peterborough & Chemong Lake Railway
377:(P&PH) was duly chartered in 1846.
186:between the two which was used to ship
2633:
1276:
1167:
1131:
1064:
946:
537:) to attend the official opening. The
1335:
666:
1078:"Peterborough & Chemong Railway"
382:Cobourg Plank Road and Ferry Company
375:Peterborough & Port Hope Railway
361:Cobourg Plank Road and Ferry Company
319:
1010:Ontario Historical Society (1975).
325:Bethune was joined by E. Perry and
13:
1256:
871:
641:
431:Cobourg & Peterborough Railway
357:not begun and the charter lapsed.
254:James Gray Bethune opens transport
14:
2672:
2661:Standard gauge railways in Canada
1303:
1212:. October 4, 1999. Archived from
780:The Historical Society says 1904.
509:
2656:Grand Trunk Railway subsidiaries
1322:Cobourg and Peterborough Railway
1232:Caldwell, Colin (October 2002).
1210:The Ontario Railway History Page
1134:Steamboating on the Trent-Severn
995:. C. Blackett Robinson. p.
802:"William (Bill) Weller - Part 1"
741:
727:
681:Harwood to Hiawatha - the bridge
628:
397:Cobourg and Peterborough Railway
143:through the port in the town of
121:Cobourg and Peterborough Railway
22:Cobourg and Peterborough Railway
1224:
1198:
1176:
1161:
1125:
1085:Peterborough Historical Society
1070:
1046:Canada Lumberman and Woodworker
1037:
774:
304:, where it ran as far north as
16:Railway line in Ontario, Canada
1283:Charles Cooper's Railway Pages
1234:"Cobourg Peterborough Railway"
949:"The Miland Railway of Canada"
940:
899:
877:
794:
1:
762:
162:on what was then the largest
1188:Ontario's Historical Plaques
815:Wonders, William C. (2002).
787:
7:
720:
158:The line ran directly over
10:
2677:
885:"Trent Region Information"
619:Ontario and Quebec Railway
474:Peterborough & Chemong
228:American Revolutionary War
216:
2641:Rail transport in Cobourg
2622:List of Canadian railways
2618:
2170:
1690:
1457:
1374:
1326:The Canadian Encyclopedia
831:– via Google Books.
821:. Trafford. p. 160.
496:Midland Railway of Canada
334:Cobourg Rail Road Company
222:Growth of Central Ontario
81:
76:
68:
57:
47:
42:
30:
26:
2651:Defunct Ontario railways
1277:Cooper, Charley (2013).
1132:Tatley, Richard (1978).
999:– via Archive.org.
947:Cooper, Charles (2008).
767:
757:List of Ontario railways
704:Hiawatha to Peterborough
661:
713:Peterborough to Chemong
623:Central Ontario Railway
599:Central Ontario Railway
232:United Empire Loyalists
127:) was one of the first
1168:Savage, David (2009).
568:George K. Schoenberger
429:A new charter for the
422:
414:
406:
354:Upper Canada Rebellion
327:George Strange Boulton
149:Upper Canada Rebellion
2171:Former or fallen flag
1458:Former or fallen flag
1279:"Peterborough County"
480:Trent–Severn Waterway
420:
412:
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288:, later known as the
131:lines to be built in
1315:May 2, 2008, at the
1289:on November 26, 2013
1244:on December 25, 2007
913:on September 7, 2008
332:On 6 March 1834 the
271:Bank of Upper Canada
236:Prince Edward County
167:shareholders of the
2173:short line railways
1694:short line railways
1691:Current (operating)
1375:Current (operating)
674:Ontario Highway 401
517:Grand Trunk Railway
486:On 30 May 1855 the
316:a few years later.
314:Rochester, New York
200:Grand Trunk Railway
23:
1367:class III railways
667:Cobourg to Harwood
423:
415:
407:
259:James Gray Bethune
190:from the mines at
180:Blairton Extension
69:Dates of operation
21:
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1460:regional railways
1377:regional railways
1194:on June 10, 2015.
828:978-1-55369-277-5
589:was constructed.
539:Duke of Newcastle
455:civil engineering
320:Cobourg Rail Road
240:Kingston, Ontario
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2390:M&MR/M&M
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504:General Electric
436:Samuel Zimmerman
339:Nicol Hugh Baird
245:In August 1825,
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629:Under the GTR
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1293:September 5,
1291:. Retrieved
1287:the original
1282:
1268:September 5,
1266:. Retrieved
1262:
1246:. Retrieved
1242:the original
1238:Cobourg Star
1237:
1225:Bibliography
1214:the original
1209:
1200:
1192:the original
1187:
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915:. Retrieved
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492:Lake Chemong
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141:Lake Ontario
137:Peterborough
124:
120:
118:
48:Headquarters
18:
1065:Cooper 2013
648:rail trails
636:World War I
587:Trent River
444:Crimean War
371:The Canadas
267:post office
204:World War I
184:Trent River
83:Track gauge
2635:Categories
2620:See also:
2610:WTV&IR
2595:WE&LSR
2555:TS&MJR
2305:HG&BER
2240:CW&LER
1537:CW&LER
1158:, Part 12.
1122:, Part 11.
1103:, Part 10.
763:References
687:Tic Island
564:Pittsburgh
535:Edward VII
459:Burr Truss
367:plank road
306:Bobcaygeon
230:when then
211:rail trail
182:, and the
2570:T&YRR
2525:T&SER
2520:T&MER
2510:SW&AR
2425:NN&RW
2415:N&NWR
2380:LB&PR
2365:L&MSR
2360:L&LER
2295:H&NWR
2285:H&BIR
2200:BW&NW
2185:B&HER
1827:FSSR/EKRC
1647:O&QRR
1642:OA&PS
1547:E&NAR
1369:of Canada
1034:, Part 9.
978:, Part 6.
937:, Part 5.
917:August 6,
851:, Part 4.
788:Citations
279:Port Hope
160:Rice Lake
125:C&PRy
77:Technical
2605:WG&B
2530:TG&B
2410:N&NR
2370:L&PS
2330:H&SW
2290:H&DR
2265:G&LS
2225:C&SL
2042:S&HR
1672:T&NR
1627:N&PJ
1617:NS&T
1562:H&SW
1487:C&PR
1363:Class II
1313:Archived
1248:June 20,
721:See also
583:Blairton
294:Otonabee
290:Otonabee
286:Pemedash
188:iron ore
151:and the
102: in
64:, Canada
43:Overview
2485:S&L
2450:O&Q
2420:N&S
2345:K&S
2340:K&P
2220:C&K
1577:K&P
1572:ICR/IRC
1482:C&K
603:Trenton
343:Toronto
238:, near
217:History
192:Marmora
145:Cobourg
129:railway
97:⁄
62:Ontario
872:Rafuse
825:
292:. The
250:area.
58:Locale
2560:TSt.R
1081:(PDF)
952:(PDF)
768:Notes
662:Route
2600:WESR
2505:STLH
2495:SCFQ
2455:OCRR
2405:NBEC
2400:MSRT
2395:MKNR
2385:MVRR
2275:GRNR
2270:GFCR
2215:CFMG
2190:BCER
2162:YDHR
2157:WLRC
2152:WHRC
2147:WCRA
2137:WLRS
2132:WABL
2127:VDHR
2122:VAEX
2117:TRRY
2097:STER
2092:STCR
2072:SRCL
2032:RMRS
2022:RLHH
2012:RCRR
2007:QGRY
2002:PSTR
1987:PDCR
1982:PCHR
1957:OBRY
1952:OKAN
1947:NBSR
1937:MNRY
1922:KVSR
1912:KLTR
1897:IRRS
1892:HPHV
1887:HCWR
1882:HCRY
1877:HCRR
1862:GWWD
1837:GHRP
1832:GEXR
1807:ECRM
1802:CWRL
1797:CTRW
1787:CFQG
1762:CEMR
1757:CCGX
1752:CBNS
1747:BLRC
1737:BFDC
1732:BCRY
1717:ARND
1712:APXX
1662:PSCR
1657:PEIR
1552:GTPR
1527:CNoR
1502:CASO
1477:CDAC
1472:BCOL
1429:QNSX
1404:HCRY
1399:HBRY
1384:CSXT
1365:and
1295:2020
1270:2020
1250:2008
919:2008
823:ISBN
348:The
265:and
119:The
2590:WCR
2585:WAR
2575:WJR
2565:TSR
2550:TRC
2545:TNR
2540:THB
2535:TCR
2500:SOO
2490:SAR
2480:QSR
2460:OLO
2445:NYR
2440:NSR
2435:NSR
2430:NGR
2375:LEN
2355:KVR
2350:KLR
2335:IRM
2325:HSR
2320:HRE
2315:HIR
2310:HGR
2300:HER
2280:GVR
2260:EIR
2255:DWP
2250:DVR
2235:CVR
2230:CVR
2210:CBC
2180:ANY
2142:WCR
2112:TRR
2107:THR
2102:SVI
2087:SSS
2082:SSR
2077:SRY
2067:SOR
2062:SOP
2057:SLQ
2052:SFG
2047:SCR
2027:RLK
2017:RES
1997:POM
1992:PLC
1977:PAR
1972:OVO
1967:OVR
1962:OSR
1942:MDW
1932:LWR
1927:LMR
1917:KPR
1907:KHR
1902:KFR
1872:HPA
1867:GWR
1857:GSR
1852:GJD
1847:GFR
1842:GJR
1822:FLR
1817:ETR
1812:ENR
1792:CRM
1782:CFO
1777:CFS
1772:CFL
1767:CFC
1742:BGS
1727:BRR
1722:ARM
1707:APR
1702:ANR
1667:SLQ
1637:NSR
1632:NRC
1622:NAR
1612:NYC
1607:NTR
1597:MMA
1582:MEC
1567:HBR
1557:GTR
1542:DAR
1522:CMQ
1517:CGR
1512:CER
1507:CCR
1492:CAR
1449:WPY
1444:WCE
1439:TSH
1434:RMV
1424:ONT
1414:KRC
1409:KLR
1394:GOT
1389:EXO
997:237
992:Etc
585:to
2637::
2580:WI
2515:TI
2475:QC
2245:DH
2205:BR
2195:BQ
2037:RS
1682:VR
1677:TT
1652:PC
1602:NR
1592:MR
1587:MC
1532:CV
1467:AC
1419:NS
1324:.
1281:.
1261:.
1236:.
1208:.
1186:.
1142:^
1108:^
1093:^
1083:.
1055:^
1022:^
964:^
954:.
927:^
887:.
856:^
837:^
605:.
570:.
308:.
273:.
242:.
206:.
108:)
1355:e
1348:t
1341:v
1328:.
1297:.
1272:.
1252:.
1087:.
1067:.
958:.
921:.
874:.
804:.
577:(
123:(
104:(
99:2
95:1
92:+
90:8
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