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Lake Manitoba Railway and Canal Company

March 15, 2024

Lake Manitoba Railway and Canal Company (LMR) was a historic rail line in Manitoba, Canada, between Gladstone in the south and Winnipegosis to its north.[1]

Map

History edit

Proposal edit

In 1889, the Lake Manitoba Railway and Canal Company (LMR) received a federal charter to build a 27-kilometre (17 mi) railway branch line from Portage La Prairie north to the southern boundary of Lake Manitoba, to link with existing lake and river steamers, and to build navigable canals to connect Lake Manitoba, Lake Winnipegosis and the North Saskatchewan River. Since railways were better suited than watercraft in meeting the overall transportation needs within the province, the charter's scope changed within a year to a 201-kilometre (125 mi) line from Portage La Prairie to Lake Winnipegosis, at or near Meadow Portage. The standard 6,400 acre-per-mile land grant for railway construction applied.[2][3] The line was usually called the Dauphin railway, or sometimes the Lake Dauphin railway,[4] to indicate an overall route west of Lake Manitoba. In 1892, the LMR charter was revived to build from Gladstone or Arden to Dauphin. With no progress, the charter owned by Charles Herbert Mackintosh and M.P. Davie lapsed, and new owner, Major Walsh, was unable to argue its renewal.[5][6]

Despite government urging, railway companies laid no new track on the Prairies during 1893–1895 owing to low returns on the capital investment. In 1895, Clifford Sifton, a provincial cabinet member, spearheaded a new initiative for Manitoba to guarantee railway company bonds issued for new construction within the province, but the existing railways were lukewarm to the concept. However, he discovered Donald Mann, a railway construction contractor, who seeking work, expressed merit in the plan.[7] Mann purchased the LMR charter for $38,000, but to facilitate bank and government financing, he was obliged to take on a strong partner.[6] Joined by William Mackenzie with whom he had worked on Canadian Pacific Railway (CPR) construction, this was their first major collaboration. As contractors, Mackenzie and Mann were prohibited from being railway company directors, but as majority shareholders they controlled the company, and Fred Nicholls served as the first president.[2][3][8]

Construction edit

The Gladstone–Dauphin section was begun in 1896.[9] Although 55 kilometres (34 mi) longer[10] than a direct route, it offered better traffic prospects. They negotiated a federal subsidy of $8,000 per mile, the land grant, and the former Hudson Bay Railway (HBR) $40,000 annual federal transportation contract if the line reached halfway from Winnipeg to the Saskatchewan River. The Manitoba legislature guaranteed principal and interest on LMR bonds at either 4% or 5% for 30 years for up to $8,000 per mile (about $800,000), and exempted earnings on the line from taxes for the same 30 years. The provincial guarantee, supplementing adequate federal aid for a line that cost only $7,000 a mile to build, prompted ongoing controversy.[11]

 
Train station, Winnipegosis, 1897

Wet weather delayed the spring 1896 surveys and early grading.[12] Track laying, which commenced in August,[13] averaged 2.4 kilometres (1.5 mi) a day. At its peak, the project involved 1,200 workers. Work trains carried paying passengers and freight along the finished sections.[14] Telegraph wires were strung well ahead of the track gangs.[15] Two years later, the completion of the Winnipeg–Portage la Prairie telegraph wires connected Winnipeg with the LMR network.[16]

In November, the construction headquarters moved from Gladstone to Dauphin,[17] and work ceased for the season when the 163-kilometre (101 mi) line reached its temporary terminus at Sifton (which activated the federal transportation contract).[18][19] The destination is sometimes mistakenly reported as Dauphin, an alternative projection.[20][21] Government inspection and the handover to the LMR occurred in December.[22] That month, David Blyth Hanna was appointed superintendent, and Theodore Arthur Burrows land commissioner for the railway.[23] Burrows was Clifford Sifton's brother-in-law, as was S. Jacks, who was later appointed as Mackenzie and Mann's purchasing agent.[24]

In summer 1897, the line advanced northeast via the future Sifton Junction, Fork River and Gruber to the Winnipegosis terminus.[25][26][27] Following special trains that September and October, government inspections were completed, and the LMR assumed possession.[28] The summer 1898 extension of the LMR northwest from Sifton Junction to Cowan forms part of the HBR, whose charter (containing federal grants and guarantees) the LMR principals controlled from 1896.[29]

Operation edit

The railway had arranged running rights southward on the Manitoba and North Western Railway (M&NW) for Gladstone to Portage La Prairie,[30] and on CPR, and Northern Pacific and Manitoba Railway (NP&MR) rails from that point.[18] In 1894, CP bested Mackenzie and Mann in acquiring the bankrupt M&NW.[31] In December 1898, the emerging rail network became the Canadian Northern Railway (CNoR). CNoR recognized a need for its own Gladstone–Portage La Prairie link. In 1901, CNoR built Gladstone–Beaver; Northern Pacific and Manitoba (NP&M) built Portage La Prairie–Beaver, which it sold to CNoR that year.[32]

The January 3 to November 8, 1897, timetable showed a Portage la Prairie–Dauphin twice weekly mixed train and a Dauphin–Sifton once weekly freight or mixed.[33] Claims that the line was profitable from its first year onward likely reflected the weaker accounting standards of the era. Railways often selectively capitalized some maintenance costs and grossly under-depreciated capital assets.[18][34] The November 9, 1897, to December 12, 1898, timetable offered a Portage la Prairie–Winnipegosis twice weekly mixed train.[35]

A new federal charter, granted to CNoR the following year, comprised extensive new routes.[36][37]

The December 12, 1898, to April 12, 1899, timetable listed a weekly mixed train for each of Portage la Prairie–Winnipegosis and Portage la Prairie–Cowan.[38] From April 13, service increased to twice weekly for the Cowan destination.[39] In subsequent years, The Winnipegosis service varied between once or twice weekly, and Cowan twice or three times weekly.[40] By 1905, Winnipegosis was merely a Dauphin branch line.[41] Service later peaked at daily,[42] reducing to six days a week,[43] three days,[44] two days,[45] and settling at once a week.[46]

During the early years, Winnipegosis passenger and freight traffic flourished.[47] Although the Waterhen River indirectly links to Lake Manitoba, the absence of a suitable connecting channel had previously limited development. The Winnipegosis rail link led to booming industries for fishing on Lake Winnipegosis, and lumber extraction along its shores.[48] Fish and cordwood were key freight items.[49] Steamboats, which carried freight and some passenger traffic, operated until the 1920s.[50] The concept of a Meadow Portage canal resurfaced in 1912, but was not pursued.[51]

To resolve CNoR's dire financial predicament, the federal government effectively took control of the company in 1917,[52] and it later merged into Canadian National Railway (CNR).

 
National Grain elevator, Winnipegosis, 2015
(Photographer Steve Boyko)

Closure edit

The Winnipegosis train station, built to CNoR plan 100-63 in 1897,[53] has become a museum.[54][55] As early as 1964, diminished passenger and freight traffic called for the abandonment of the line. In 1975, the CN agent-operator position was eliminated at Winnipegosis. For that entire year, the line carried a total of 15 passengers. In early 1977, the Railway Transport Committee of the Canadian Transport Commission issued its order Number R-24506 authorizing CN to end 80 years of Dauphin–Winnipegosis passenger travel. The final mixed train left Dauphin for Winnipegosis on April 19, returning that afternoon.

With only a weekly freight train to the Winnipegosis grain elevator, the 16.7-kilometre (10.4 mi) Fork River–Winnipegosis section was ordered abandoned, effective March 14, 1983. Contractors removed the track in summer 1985.[56] The Cowan subdivision included North of Dauphina (Mile 0), Sifton (Mile 13.2), Sifton Junction (Mile 15.0), Garland (Mile 38.7), and Minitonas (Mile 87.3).[10][57] A torrential downpour in July 1993 washed out the line between Garland and Minitonas, and the damage was never repaired.[53] In 1996, CN announced plans to discontinue or sell its Cowan subdivision and the remainder of Winnipegosis subdivision.[47] The former was abandoned in 2000, and the latter in 1997.[57] These rails have since been lifted.

Footnotes edit

^a . This scale places Dauphin itself at 4.3 kilometres (2.7 mi) farther south.

  1. ^ "1930 Rail Map" (PDF). www.filesusr.com.
  2. ^ a b Martin 1973, p. 68.
  3. ^ a b McCombe 2011, p. 36.
  4. ^ Portage la Prairie Weekly: 10 May 1893, & 10 & 17 Sep 1896;
    The Winnipeg Daily Tribune: 12 Apr 1894, 8 Jun 1894, 13 Mar 1896 & 20 Oct 1897;
    Daily Nor'Wester: 8, 12 & 14 Jun 1894, 25 Feb 1896, 25 Jun 1896, 28 Jul 1896 & 31 Aug 1896
  5. ^ The Winnipeg Daily Tribune: 12 Apr 1894, 18 May 1894 & 29 Jul 1899;
    Portage la Prairie Weekly, 24 May 1894;
    Daily Nor'Wester: 12 & 14 Jun 1894, & 6 Aug 1894
  6. ^ a b "Lake Manitoba Railway and Canal Company". www.canada-rail.com.
  7. ^ McCombe 2011, pp. 34–35.
  8. ^ Fleming 1991, p. 70.
  9. ^ "Manitoba Heritage Council Commemorative Plaques: Dauphin Canadian Northern Railway Station". www.gov.mb.ca.
  10. ^ a b "Manitoba Railways: Passenger stations and stops" (PDF). www.railwaystationlists.co.uk.
  11. ^ The Winnipeg Daily Tribune: 13 Mar 1896 & 29 Jul 1899;
    People's Voice, 27 Mar 1897;
    Morning Telegram, 28 Mar 1899
  12. ^ Daily Nor'Wester: 16 & 30 Apr 1896, & 25 Jun 1896;
    Portage la Prairie Weekly, 25 Jun 1896;
    The Winnipeg Daily Tribune: 17 Jul 1896 & 22 Sep 1896
  13. ^ Portage la Prairie Weekly, 20 Aug 1896
  14. ^ Portage la Prairie Weekly: 17 Sep 1896 & 10 Dec 1896
  15. ^ Minnedosa Tribune, 29 Oct 1896
  16. ^ The Winnipeg Daily Tribune, 6 Jun 1898
  17. ^ The Winnipeg Daily Tribune, 17 Nov 1896
  18. ^ a b c McCombe 2011, p. 37.
  19. ^ Daily Nor'Wester, 9 Sep 1895;
    The Winnipeg Daily Tribune: 13 Mar 1896, 28 Jul 1896, 23 Nov 1896 & 19 Mar 1897;
    Portage la Prairie Weekly: 3 & 10 Dec 1896
  20. ^ Portage la Prairie Weekly, 10 Sep 1896;
    People's Voice, 24 Oct 1896;
    Daily Nor'Wester, 30 Oct 1897
  21. ^ Fleming 1991, pp. 71–72.
  22. ^ The Winnipeg Daily Tribune, 4 Dec 1896;
    Portage la Prairie Weekly, 10 Dec 1896
  23. ^ The Winnipeg Daily Tribune: 14 & 15 Dec 1896;
    Portage la Prairie Weekly: 14 & 24 Dec 1896
  24. ^ Daily Nor'Wester, 28 May 1898;
    Morning Telegram, 11 Dec 1899
  25. ^ The Winnipeg Daily Tribune: 18 & 25 Aug 1897, & 3 Sep 1897
  26. ^ McCombe 2011, pp. 37–38.
  27. ^ WHBS 1990, pp. 15 & 419.
  28. ^ The Winnipeg Daily Tribune: 13 Sep 1897 & 1 Nov 1897;
    Daily Nor'Wester: 14 Sep 1897, & 27 & 30 Oct 1897
  29. ^ McCombe 2011, p. 43.
  30. ^ Portage la Prairie Weekly: 21 May 1896 & 6 Aug 1896
  31. ^ "Manitoba and North Western Railway". www.manitobacooperator.ca.
  32. ^ "Portage to Gladstone". www.mbagmuseum.ca.
  33. ^ Minnedosa Tribune: 14 Jan 1897 to 2 Nov 1897;
    Portage la Prairie Weekly: 28 Jan 1897 to 30 Sep 1897;
    Daily Nor'Wester: 28 Jan 1897 to 9 Nov 1897;
    The Winnipeg Daily Tribune: 1 Oct 1897 to 8 Nov 1897
  34. ^ The Winnipeg Daily Tribune, 2 Nov 1897
  35. ^ The Winnipeg Daily Tribune: 9 Nov 1897 to 30 Jun 1998;
    Daily Nor'Wester: 10 Nov 1897 to 14 Jun 1898;
    Morning Telegram: 9 Jun 1898 to 9 Dec 1898
  36. ^ McCombe 2011, p. 40.
  37. ^ "1913 CNoR Map". www.paullantz.com.
  38. ^ Morning Telegram: 5 Jan 1899 to 1 Apr 1899
  39. ^ Morning Telegram: 14 Apr 1899 to 3 Jun 1899
  40. ^ Morning Telegram: 22 Jun 1899, 16 Nov 1899, 15 Jun 1900, 15 Oct 1900, 14 Dec 1900, 10 Jun 1901, 16 Oct 1901, 5 Sep 1903 & 1 Apr 1905
  41. ^ Morning Telegram: 1 Apr 1905 & 24 Apr 1906
  42. ^ "The Official Guide, 1910" (PDF). www.amazonaws.com. p. 608. & "The Official Guide, 1912". www.hathitrust.org. p. 640.
  43. ^ "The Official Guide, 1923". www.hathitrust.org. p. 1053.
  44. ^ "1943 Timetable" (PDF). www.streamlinermemories.info. p. 65.
  45. ^ "1956 Timetable" (PDF). www.streamlinermemories.info. p. 58.
  46. ^ "1966 Timetable". www.traingeek.ca. p. 36.
  47. ^ a b Perry 1996, p. 7.
  48. ^ Tough, Frank (1996). As Their Natural Resources Fail: Native Peoples and the Economic History of Northern Manitoba, 1870–1930. UBC Press. p. 191. ISBN 0774805315 – via Google Books.
  49. ^ Daily Nor'Wester, 14 Dec 1897;
    The Winnipeg Evening Tribune, 30 Jul 1917
  50. ^ McCarthy, Martha (1987). "Steam Boats on the Rivers and Lakes of Manitoba, 1859–96" (PDF). www gov.mb.ca. pp. 14 & 80–81.
  51. ^ Portage la Prairie Weekly: 16 Oct 1912 & 10 & 20 Nov 1912.
  52. ^ "Prince George Star, 22 May 1917". www.pgnewspapers.pgpl.ca.
  53. ^ a b Perry 1996, p. 10.
  54. ^ WHBS 1990, p. 97.
  55. ^ "Winnipegosis Museum". www.winnipegosis.org.
  56. ^ Perry 1996, pp. 8–9.
  57. ^ a b "CNR Abandonment Manitoba". www.mhs.mb.ca.

References edit

  • "Manitoba newspaper archives". www.lib.umanitoba.ca.
  • WHBS (1990). Reflections from Little Muddy Water: a history of Winnipegosis. Winnipegosis History Book Committee. ISBN 9780889257764. {{cite book}}: |website= ignored (help)
  • Martin, Chester (1973). "Dominion Lands Policy". McClelland & Stewart – via Google Books.
  • McCombe, Christopher G. L. (2011). "Network Evolution: The Origins, Development and Effectiveness of Manitoba's Railway System" (PDF). www.umanitoba.ca.
  • Fleming, R.B. (1991). Railway King of Canada: Sir William Mackenzie. UBC Press. ISBN 0774804866 – via Google Books.
  • Perry, Mark A. (1996). "Riding Canadian National's Winnipegosis subdivision" (PDF). www.bytownrailwaysociety.ca. Branchline: Canada Rail's Magazine, Nov 1996. p. 7.

March 15, 2024
lake, manitoba, railway, canal, company, historic, rail, line, manitoba, canada, between, gladstone, south, winnipegosis, north, contents, history, proposal, construction, operation, closure, footnotes, referenceshistory, editproposal, edit, 1889, received, fe. Lake Manitoba Railway and Canal Company LMR was a historic rail line in Manitoba Canada between Gladstone in the south and Winnipegosis to its north 1 Map Contents 1 History 1 1 Proposal 1 2 Construction 1 3 Operation 1 4 Closure 2 Footnotes 3 ReferencesHistory editProposal edit In 1889 the Lake Manitoba Railway and Canal Company LMR received a federal charter to build a 27 kilometre 17 mi railway branch line from Portage La Prairie north to the southern boundary of Lake Manitoba to link with existing lake and river steamers and to build navigable canals to connect Lake Manitoba Lake Winnipegosis and the North Saskatchewan River Since railways were better suited than watercraft in meeting the overall transportation needs within the province the charter s scope changed within a year to a 201 kilometre 125 mi line from Portage La Prairie to Lake Winnipegosis at or near Meadow Portage The standard 6 400 acre per mile land grant for railway construction applied 2 3 The line was usually called the Dauphin railway or sometimes the Lake Dauphin railway 4 to indicate an overall route west of Lake Manitoba In 1892 the LMR charter was revived to build from Gladstone or Arden to Dauphin With no progress the charter owned by Charles Herbert Mackintosh and M P Davie lapsed and new owner Major Walsh was unable to argue its renewal 5 6 Despite government urging railway companies laid no new track on the Prairies during 1893 1895 owing to low returns on the capital investment In 1895 Clifford Sifton a provincial cabinet member spearheaded a new initiative for Manitoba to guarantee railway company bonds issued for new construction within the province but the existing railways were lukewarm to the concept However he discovered Donald Mann a railway construction contractor who seeking work expressed merit in the plan 7 Mann purchased the LMR charter for 38 000 but to facilitate bank and government financing he was obliged to take on a strong partner 6 Joined by William Mackenzie with whom he had worked on Canadian Pacific Railway CPR construction this was their first major collaboration As contractors Mackenzie and Mann were prohibited from being railway company directors but as majority shareholders they controlled the company and Fred Nicholls served as the first president 2 3 8 Construction edit The Gladstone Dauphin section was begun in 1896 9 Although 55 kilometres 34 mi longer 10 than a direct route it offered better traffic prospects They negotiated a federal subsidy of 8 000 per mile the land grant and the former Hudson Bay Railway HBR 40 000 annual federal transportation contract if the line reached halfway from Winnipeg to the Saskatchewan River The Manitoba legislature guaranteed principal and interest on LMR bonds at either 4 or 5 for 30 years for up to 8 000 per mile about 800 000 and exempted earnings on the line from taxes for the same 30 years The provincial guarantee supplementing adequate federal aid for a line that cost only 7 000 a mile to build prompted ongoing controversy 11 nbsp Train station Winnipegosis 1897Wet weather delayed the spring 1896 surveys and early grading 12 Track laying which commenced in August 13 averaged 2 4 kilometres 1 5 mi a day At its peak the project involved 1 200 workers Work trains carried paying passengers and freight along the finished sections 14 Telegraph wires were strung well ahead of the track gangs 15 Two years later the completion of the Winnipeg Portage la Prairie telegraph wires connected Winnipeg with the LMR network 16 In November the construction headquarters moved from Gladstone to Dauphin 17 and work ceased for the season when the 163 kilometre 101 mi line reached its temporary terminus at Sifton which activated the federal transportation contract 18 19 The destination is sometimes mistakenly reported as Dauphin an alternative projection 20 21 Government inspection and the handover to the LMR occurred in December 22 That month David Blyth Hanna was appointed superintendent and Theodore Arthur Burrows land commissioner for the railway 23 Burrows was Clifford Sifton s brother in law as was S Jacks who was later appointed as Mackenzie and Mann s purchasing agent 24 In summer 1897 the line advanced northeast via the future Sifton Junction Fork River and Gruber to the Winnipegosis terminus 25 26 27 Following special trains that September and October government inspections were completed and the LMR assumed possession 28 The summer 1898 extension of the LMR northwest from Sifton Junction to Cowan forms part of the HBR whose charter containing federal grants and guarantees the LMR principals controlled from 1896 29 Operation edit The railway had arranged running rights southward on the Manitoba and North Western Railway M amp NW for Gladstone to Portage La Prairie 30 and on CPR and Northern Pacific and Manitoba Railway NP amp MR rails from that point 18 In 1894 CP bested Mackenzie and Mann in acquiring the bankrupt M amp NW 31 In December 1898 the emerging rail network became the Canadian Northern Railway CNoR CNoR recognized a need for its own Gladstone Portage La Prairie link In 1901 CNoR built Gladstone Beaver Northern Pacific and Manitoba NP amp M built Portage La Prairie Beaver which it sold to CNoR that year 32 The January 3 to November 8 1897 timetable showed a Portage la Prairie Dauphin twice weekly mixed train and a Dauphin Sifton once weekly freight or mixed 33 Claims that the line was profitable from its first year onward likely reflected the weaker accounting standards of the era Railways often selectively capitalized some maintenance costs and grossly under depreciated capital assets 18 34 The November 9 1897 to December 12 1898 timetable offered a Portage la Prairie Winnipegosis twice weekly mixed train 35 A new federal charter granted to CNoR the following year comprised extensive new routes 36 37 The December 12 1898 to April 12 1899 timetable listed a weekly mixed train for each of Portage la Prairie Winnipegosis and Portage la Prairie Cowan 38 From April 13 service increased to twice weekly for the Cowan destination 39 In subsequent years The Winnipegosis service varied between once or twice weekly and Cowan twice or three times weekly 40 By 1905 Winnipegosis was merely a Dauphin branch line 41 Service later peaked at daily 42 reducing to six days a week 43 three days 44 two days 45 and settling at once a week 46 During the early years Winnipegosis passenger and freight traffic flourished 47 Although the Waterhen River indirectly links to Lake Manitoba the absence of a suitable connecting channel had previously limited development The Winnipegosis rail link led to booming industries for fishing on Lake Winnipegosis and lumber extraction along its shores 48 Fish and cordwood were key freight items 49 Steamboats which carried freight and some passenger traffic operated until the 1920s 50 The concept of a Meadow Portage canal resurfaced in 1912 but was not pursued 51 To resolve CNoR s dire financial predicament the federal government effectively took control of the company in 1917 52 and it later merged into Canadian National Railway CNR nbsp National Grain elevator Winnipegosis 2015 Photographer Steve Boyko Closure edit The Winnipegosis train station built to CNoR plan 100 63 in 1897 53 has become a museum 54 55 As early as 1964 diminished passenger and freight traffic called for the abandonment of the line In 1975 the CN agent operator position was eliminated at Winnipegosis For that entire year the line carried a total of 15 passengers In early 1977 the Railway Transport Committee of the Canadian Transport Commission issued its order Number R 24506 authorizing CN to end 80 years of Dauphin Winnipegosis passenger travel The final mixed train left Dauphin for Winnipegosis on April 19 returning that afternoon With only a weekly freight train to the Winnipegosis grain elevator the 16 7 kilometre 10 4 mi Fork River Winnipegosis section was ordered abandoned effective March 14 1983 Contractors removed the track in summer 1985 56 The Cowan subdivision included North of Dauphina Mile 0 Sifton Mile 13 2 Sifton Junction Mile 15 0 Garland Mile 38 7 and Minitonas Mile 87 3 10 57 A torrential downpour in July 1993 washed out the line between Garland and Minitonas and the damage was never repaired 53 In 1996 CN announced plans to discontinue or sell its Cowan subdivision and the remainder of Winnipegosis subdivision 47 The former was abandoned in 2000 and the latter in 1997 57 These rails have since been lifted Footnotes edit a This scale places Dauphin itself at 4 3 kilometres 2 7 mi farther south 1930 Rail Map PDF www filesusr com a b Martin 1973 p 68 a b McCombe 2011 p 36 Portage la Prairie Weekly 10 May 1893 amp 10 amp 17 Sep 1896 The Winnipeg Daily Tribune 12 Apr 1894 8 Jun 1894 13 Mar 1896 amp 20 Oct 1897 Daily Nor Wester 8 12 amp 14 Jun 1894 25 Feb 1896 25 Jun 1896 28 Jul 1896 amp 31 Aug 1896 The Winnipeg Daily Tribune 12 Apr 1894 18 May 1894 amp 29 Jul 1899 Portage la Prairie Weekly 24 May 1894 Daily Nor Wester 12 amp 14 Jun 1894 amp 6 Aug 1894 a b Lake Manitoba Railway and Canal Company www canada rail com McCombe 2011 pp 34 35 Fleming 1991 p 70 Manitoba Heritage Council Commemorative Plaques Dauphin Canadian Northern Railway Station www gov mb ca a b Manitoba Railways Passenger stations and stops PDF www railwaystationlists co uk The Winnipeg Daily Tribune 13 Mar 1896 amp 29 Jul 1899 People s Voice 27 Mar 1897 Morning Telegram 28 Mar 1899 Daily Nor Wester 16 amp 30 Apr 1896 amp 25 Jun 1896 Portage la Prairie Weekly 25 Jun 1896 The Winnipeg Daily Tribune 17 Jul 1896 amp 22 Sep 1896 Portage la Prairie Weekly 20 Aug 1896 Portage la Prairie Weekly 17 Sep 1896 amp 10 Dec 1896 Minnedosa Tribune 29 Oct 1896 The Winnipeg Daily Tribune 6 Jun 1898 The Winnipeg Daily Tribune 17 Nov 1896 a b c McCombe 2011 p 37 Daily Nor Wester 9 Sep 1895 The Winnipeg Daily Tribune 13 Mar 1896 28 Jul 1896 23 Nov 1896 amp 19 Mar 1897 Portage la Prairie Weekly 3 amp 10 Dec 1896 Portage la Prairie Weekly 10 Sep 1896 People s Voice 24 Oct 1896 Daily Nor Wester 30 Oct 1897 Fleming 1991 pp 71 72 The Winnipeg Daily Tribune 4 Dec 1896 Portage la Prairie Weekly 10 Dec 1896 The Winnipeg Daily Tribune 14 amp 15 Dec 1896 Portage la Prairie Weekly 14 amp 24 Dec 1896 Daily Nor Wester 28 May 1898 Morning Telegram 11 Dec 1899 The Winnipeg Daily Tribune 18 amp 25 Aug 1897 amp 3 Sep 1897 McCombe 2011 pp 37 38 WHBS 1990 pp 15 amp 419 The Winnipeg Daily Tribune 13 Sep 1897 amp 1 Nov 1897 Daily Nor Wester 14 Sep 1897 amp 27 amp 30 Oct 1897 McCombe 2011 p 43 Portage la Prairie Weekly 21 May 1896 amp 6 Aug 1896 Manitoba and North Western Railway www manitobacooperator ca Portage to Gladstone www mbagmuseum ca Minnedosa Tribune 14 Jan 1897 to 2 Nov 1897 Portage la Prairie Weekly 28 Jan 1897 to 30 Sep 1897 Daily Nor Wester 28 Jan 1897 to 9 Nov 1897 The Winnipeg Daily Tribune 1 Oct 1897 to 8 Nov 1897 The Winnipeg Daily Tribune 2 Nov 1897 The Winnipeg Daily Tribune 9 Nov 1897 to 30 Jun 1998 Daily Nor Wester 10 Nov 1897 to 14 Jun 1898 Morning Telegram 9 Jun 1898 to 9 Dec 1898 McCombe 2011 p 40 1913 CNoR Map www paullantz com Morning Telegram 5 Jan 1899 to 1 Apr 1899 Morning Telegram 14 Apr 1899 to 3 Jun 1899 Morning Telegram 22 Jun 1899 16 Nov 1899 15 Jun 1900 15 Oct 1900 14 Dec 1900 10 Jun 1901 16 Oct 1901 5 Sep 1903 amp 1 Apr 1905 Morning Telegram 1 Apr 1905 amp 24 Apr 1906 The Official Guide 1910 PDF www amazonaws com p 608 amp The Official Guide 1912 www hathitrust org p 640 The Official Guide 1923 www hathitrust org p 1053 1943 Timetable PDF www streamlinermemories info p 65 1956 Timetable PDF www streamlinermemories info p 58 1966 Timetable www traingeek ca p 36 a b Perry 1996 p 7 Tough Frank 1996 As Their Natural Resources Fail Native Peoples and the Economic History of Northern Manitoba 1870 1930 UBC Press p 191 ISBN 0774805315 via Google Books Daily Nor Wester 14 Dec 1897 The Winnipeg Evening Tribune 30 Jul 1917 McCarthy Martha 1987 Steam Boats on the Rivers and Lakes of Manitoba 1859 96 PDF www gov mb ca pp 14 amp 80 81 Portage la Prairie Weekly 16 Oct 1912 amp 10 amp 20 Nov 1912 Prince George Star 22 May 1917 www pgnewspapers pgpl ca a b Perry 1996 p 10 WHBS 1990 p 97 Winnipegosis Museum www winnipegosis org Perry 1996 pp 8 9 a b CNR Abandonment Manitoba www mhs mb ca References edit Manitoba newspaper archives www lib umanitoba ca WHBS 1990 Reflections from Little Muddy Water a history of Winnipegosis Winnipegosis History Book Committee ISBN 9780889257764 a href Template Cite book html title Template Cite book cite book a website ignored help Martin Chester 1973 Dominion Lands Policy McClelland amp Stewart via Google Books McCombe Christopher G L 2011 Network Evolution The Origins Development and Effectiveness of Manitoba s Railway System PDF www umanitoba ca Fleming R B 1991 Railway King of Canada Sir William Mackenzie UBC Press ISBN 0774804866 via Google Books Perry Mark A 1996 Riding Canadian National s Winnipegosis subdivision PDF www bytownrailwaysociety ca Branchline Canada Rail s Magazine Nov 1996 p 7 Retrieved from https en wikipedia org w index php title Lake Manitoba Railway and Canal Company amp oldid 1146602159, wikipedia, wiki, book, books, library,

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