Removing the rails on the PAD&W, 1939. (Archives & Digital Collections at Lakehead University Library)
- Charter granted to the Thunder Bay Silver Mines Railroad.
- Application made to incorporate the Thunder Bay & Minnesota Railway (T.B & M.R.R)
- T.B & M.R.R bill thrown out of Parliament.
- Application made to incorporate the Thunder Bay Colonization Railroad Company (TBCR)
- 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.
- First sod turned for the TBCR on November 22nd.
- The TBCR granted a Dominion subsidy of $92,000 from Murillo Station on the CPR to the east end of Whitefish Lake.
- 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.
- 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
- 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
- Initial work abandoned; new route chosen
- Construction resumed; reaches Kaministiquia River at Stanley (mile 19) by years end
- 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
- Construction is hampered by financial problems; Thomas Marks is removed as president of the railway and controlling interest of the company passes to the “Toronto Syndicate”
- Loans from the Bank of Commerce re-start construction
- Tracks laid to Silver Mountain (mile 40) by December 20th.
- 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
- 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
- William Rees Brock elected president of the company
- Railway completed to Gunflint/Paulson Mine
- Railway officially completed on January 4
- Town of Leeblain is christened on January 4
- Publishes its first full timecard on June 16
- US portion of line damaged by forest fires
- The railway granted a $3,000 per mile subsidy for a 80 mile branch line to the Rainy River District
- The bankrupt P.A.D & W is ordered sold by tender by the High Court of Ontario
- The tender of Æmilius Jarvis & Co. for $500,000 is accepted by the court; subsequently sold to Canadian Northern Railway (C.No.R)
- Ontario & Rainy River Railway authorized to acquire the holdings of the P.A.D & W
- Telegraph lines put up along the line
- First 19 miles of PD to Stanley Junction becomes the cornerstone of C.No.R’s O&R.R.R.
- Becomes Canadian Northern Railway-Duluth Extension
- Tri-weekly service to Leeblain is restored for the balance of the year
- Railway does considerable business hauling logs from Gunflint Lake
- In April, the PRLC closes its operation at Gunflint
- Forest fires in June 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
- The Duluth Extension becomes the North Lake Subdivision
- C.No.R completes the Stanley cut-off; North Lake Sub and Main Line Section trains now diverge at Twin City Junction
- All rails removed from the Minnesota portion of the line; some rails west of North Lake removed as well
- The financially troubled C.No.R re-organized along with the Canadian Government Railways
- Nationalization; becomes Canadian National Railways-North Lake Subdivision
- Plans made by the Palatine Mining & Development Co to re-open the Paulson mine and re-build the abandoned section of line
- Bridge over the Kaministiquia River replaced with a concrete and steel structure
- Section between North Lake and Mackies abandoned
- Caterpillar infestations hamper operations
- All rails west of Mackies torn-up
- High water on the Whitefish River causes washouts and weakens several bridges near Hymers
- Last train runs on March 24th.; application made by CNR to abandon line
- CNR formally abandons the line in October
- Rails between Mackies and Rosslyn removed; 1.74 miles of track left as an industrial spur
- Most the rails at Rosslyn, 1.36 miles, are removed; only 0.38 miles left as a short spur
- Spur is disconnected from the mainline (CN-Kashabowie Sub) and all but a few hundred feet are removed