The Newmarket Subdivision from Toronto to Allandale has as its origin the Toronto, Lake Simcoe & Lake Huron Union Railroad (T.L.S. & L.H.U.Rd.), which was chartered on 1849-07-30 to build from Toronto to Lake Huron via Lake Simcoe. On August 10, 1850—perhaps in reaction to the defeat of a proposal to aid the venture by £100,000 in city-issued, 20-year debentures—the T.L.S. & L.H.U.Rd. became the Ontario, Simcoe & Huron Union Railroad (O.S. & H.U.Rd.), which was given the right to chose a southern terminal other than Toronto.
The O.S. & H.U.Rd. ran its first train from Toronto to Machell's Corners (now Aurora) on 1853-05-16. The remainder of the O.S. & H.U.Rd. to Allandale opened as follows:
On August 16, 1858 the O.S. & H.U.Rd. became the Northern Railway of Canada (N.Ry. of C.) and seven years later finally appeased the residents of Barrie by opening a spur—the "Barrie Switch"—from Allandale to Barrie on 1865-06-21.
The Newmarket Subdivision from Barrie to Gravenhurst has as its origin the Toronto, Simcoe & Muskoka Junction Railway (T.S. & M.J.Ry.), which was leased by the N.Ry. of C. on 1871-04-01. The T.S. & M.J.Ry. formally opened to Orillia on 1871-11-30. On March 2, 1872 the North Grey Railway and T.S. & M.J.Ry. agreed to amalgamate as the Northern Extensions Railway (N.E.Ry.), which slowly pushed northward as follows:
On 1875-06-03 the N.E.Ry. and N.Ry. of C. amalgamated under the latter's name and opened to Gravenhurst on 1875-11-15.
On 1888-02-24, the N.Ry. of C. became part of the Grand Trunk Railway (G.T.Ry.) System and shortly thereafter its crossing of the passage between Lakes Simcoe and Couchiching was abandoned and trains were routed over Midland Railway of Canada (M.Ry. of C.)—another G.T.Ry. constituent acquired on 1883-09-22. The identity of the N.Ry. of C. and its constituents disappeared on 1893-04-01 following a general reorganization of the G.T.Ry.
The G.T.Ry. handled the Canadian Pacific Railway's (C.P.Ry.'s) northwest traffic between Toronto and Callander between 1892-07-26 and 1898-01. On 1898-11-11 the G.T.Ry. granted the C.P.Ry. running rights between Toronto and Callander, which lasted until a week after the opening of the C.P.Ry.'s Kleinburg/Sudbury branch on 1908-06-15.
During the G.T.Ry. era, 1915c, Parkdale to Allandale (Allandale Subdivision) and Allandale to Gravenhurst (southern part of North Bay Subdivision) were part of the 11th and 12th Districts, respectively.
In the early C.N.Rys. era, the Newmarket Subdivision ended at Allandale and Barrie to Gravenhurst was part of the Huntsville Subdivision, which may explain why Newmarket—half-way to Allandale—rather than Craigvale (later Stroud)—half-way to Gravenhurst—became the Subdivision's namesake.
In the mid-1950s the Newmarket Subdivision at Washago (mile 98.69 to 100.09) was realigned to avoid building a second overpass for Highway 11. The new alignment, which opened on 1955-07-06, parallels the Bala Subdivision from the north junction switch at Washago across the Severn river then heads north to rejoin the former alignment near Severn.
In 1964c, the Newmarket Subdivision absorbed the Huntsville Subdivision and in 1988c absorbed the Nipissing to Capreol section of the Alderdale Subdivision.
On 1995-09-21, the C.N.Rys. was granted permission to abandon the Newmarket Subdivision between Barrie (Allandale) and Longford no earlier than 1996-09-21. On 1996-09-22 VIA Rail operated the last passenger between Toronto and Washago via the the Newmarket Subdivision and shortly afterwards the rails between Barrie (Allandale) and Orillia were lifted. The city of Orillia, once a busy junction between the C.N.Rys' Midland and Newmarket Subdivisions and a stop on C.P.Ry.'s busy Port McNicoll to Havelock line, tried to save the railway between Longford and Orillia but it too was eventually lifted leaving Longford to Washago as the Newmarket Spur.
On 2007-12-17 GO Transit resumed commuter service from a new station south of Barrie to Toronto and on 2009-12-15 Metrolinx purchased the line.
Toronto is an initial station, Newmarket Subdivision.
Northward trains must obtain terminal clearance at Parkdale.
Movements of trains between Mileage 9 and Toronto will be governed by Toronto Terminals Timetable. Movements not provided for must be arranged through train dispatcher at Allandale.
Sounding of engine whistles on any locomotive, car or other mechanism propelled on the Railway is prohibited in respect to Wilson Ave. public crossing at Grade, Township of North York, Mileage 9.1 Newmarket Subdivision, except when necessary to prevent accident. (B.T.C. 80818)
This does not prohibit the sounding of engine whistle signals when necessary for train operation.
Mail catch posts are located at Mileages 9.1, 96.5 and 100.4.
Crossover switch Mileage 18.4 is entrance to Siding.
Switching movements of Davis Drive (formerly known as Huron Street) Mileage 34.1 (first public crossing North of station) must be protected by member of crew performing switching operations. Freight trains occupying the passing track shall not stand closer than fifty feet from the said crossing. Cars placed on the siding serving the flour mill, freight shed, stock pens, and other buildings must be left a sufficient distance from the crossing to give the same view either wasy as the flour mill corner permits. (B.T.C. 72143)
The sounding of Engine whistle signals on any locomotive, car or other mechanism is prohibited when approaching and passing over public crossings at grade within the limits of the Town of Newmarket between the hours of 10:00 p.m. and 6:00 a.m. except for the purpose of giving such signal necessary to prevent accident (B.T.C. 64180)
This does not prohibit the sounding of Engine whistles when necessary for train operation.
Limits of the town of Newmarket extend between Mileage 33.0 and Mileage 34.4.
Siding is track second in front of station.
Trains must obtain terminal clearance at Allandale.
Second track in front of station on Newmarket Subdivision between second crossover switch located 1588 feet South of station and crossover switch located 962 feet North of station is "siding" for the meeting of passenger trains.
All movements over Bradford Street on Canadian General Electric Co. track will stop clear and movement over crossing must be protected by a member of crew.
Trains instructed to meet or wait by train order will do so at lead switch South end of station platform.
Derail is located 249 feet South of North switch.
Siding is track first east of main track.
Newmarket Subdivision Main Track between switches connecting with Bala Subdivision Main Track is known as "Joint Section". Normal position of switches is for Newmarket Subdivision. Double-arm signals are located on both Subdivisions 300 feet North of North connecting switch and 200 feet South of South connecting switch, respectively. Top arms govern through movements on same Subdivisions; lower arms govern movements from one Subdivision to the other. Normal position of signals STOP. These signals are "Interlocking Signals" and movements over the "Joint Section" can be made only when signals are in proceed position for the movement intended. Trains must approach signals prepared to stop, as required by Rule 98 and speed must not exceed ten miles per hour over "Joint Section". Switches and signals to be operated by or under direction of the Station operators. Approach signals located in all four directions.
Trainmen must see that cars are not placed on siding within 350 feet (10 car lengths) on either side of Orillia Street Rd. crossing, North of station. (B.T.C. 33345.)
Trains must obtain terminal clearance at Muskoka Jct.
First class and passenger extra trains may register at Muskoka Junction by delivering register ticket to Operator.
Spring switch at entrance to yard. Automatic signal 1095 located just south of south switch Jevins, Mileage 109.8 and fixed signal 1109 located approximately sixty (60) feet south of spring switch Muskoka Jct., protect this spring switch. Automatic signal 1095 to fixed signal 1109 protecting spring switch is designated as Grade Signal. Rule 509-B applicable.
First track west of main track Muskoka Jct., now known as siding will be used for meeting of passenger trains. Under Rule 93 note reading "where automatic block signal rules are in effect 'Known to be Clear' includes when track is known to be clear by 'signal indication'" is not applicable at Muskoka Jct.
Gravenhurst is not a register station for trains originating or terminating at Muskoka Jct.
Trains must obtain terminal clearance at Gravenhurst.
Phillip St. crossing Mileage 111.9. No car shall be left standing within 100 feet of each siding of this Crossing. No engine, car or train shall pass over this Crossing on the main track at a speed greater than 25 miles per hour. No engine, car or train shall pass over this Crossing on the side track at a speed greater than 10 miles per hour. (B.T.C. 77261).
Track for meeting of passenger trains is second track in front of station.
The track known as "Service Track" is first track immediately North of Gravenhurst station and West of main track. Capacity 32 cars.
Instructions governing the movement of trains between Atherley and Orillia
Operation of trains between junction switch at Atherley and junction switch at Orillia will be governed by Rules Governing the Movement of Trains by Signal Indication, Rules Nos. 261 to 271, inclusive.
The fixed signals used for this purpose are Signal No. 865 located at the junction switch at Orillia and Signal No. 884 located at the junction switch at Atherley and these signals are controlled by the Operator at Orillia, and are interlocking.
The junction switches at Atherley and Orillia are normal when set for the Newmarket Subdivision.
When Signals Nos. 884 and 865 indicate "stop", trains on either Subdivision which are affected by the stop signal must stop clear of the other Subdivision.
Northward trains must approach the junction switch at Orillia prepared to stop clear of a Midland Subdivision train using the junction switch.
Train movements from the Midland Subdivision to the Newmarket Subdivision at Orillia must not be made or the junction switch set for the movement without first obtaining permission from the Operator.
Train movements from the Midland Subdivision to the Newmarket Subdivision at Atherley may be made without flag protection after conforming with Rule No. 512 and securing "block clear" indication.
Pressing the switch indicator button at the junction switch at Atherley, or the approach of a train to Signal No. 888, serves to inform the Operator at Orillia of the presence of a southward train, and if Signal No. 884 does not give "proceed" indication within a reasonable time trainmen may communicate with the Operator at Orillia by telephone which is located at the junction switch.
During the season of navigation Signal No. 883 (located 500 feet South of the drawbridge) and Signal No. 884 are also controlled by the drawbridge operators at the Narrows drawbridge, and these signals are therefore also interlocking signals during the season of navigation and interlocking rules will then apply. The open season of navigation will be bulletined by the Superintendent.
Yard limit signs St. Clair Avenue 2151 feet North of Station covers Yard Limit to Parkdale. Allandale 8785 feet South of Station. Barrie 2791 feet North of Station covers Yard Limit to Allandale. Orillia 5469 feet South of Station. 5155 feet North of Station. Atherley 4465 feet South of Station. 2909 feet North of Station. Washago 8841 feet South of Station. 4432 feet North of Station. Gravenhurst 10690 feet South of Station. 3930 feet North of Station.
Main track between Muskoka Jct. and Muskoka Wharf is included in Gravenhurst Yard Limits.
Speed restrictions Miles per hour Passenger trains, Fairbank to Allandale 60 Passenger trains, Allandale to Gravenhurst 55 Freight and Mixed 50 Engines with caboose or light engines 40 All back-up movements over public crossings between Muskoka Jct. and Muskoka Wharf 10
Permanent slow orders Mileage Miles per hour Passenger Freight 6.6 to 7.7 Grade (Southward Freight Trains) ... 15 63.0 Northward trains over Junction switch of Meaford and Newmarket Subdivisions at South end of Allandale station platform 20 20 63.0 to 65.5 (B.T.C. 65774) 25 25 106.8 to 108.9 Curves 40 35 111.8 Highway crossing —Main Track (B.T.C. 66971) 25 25 —Siding (B.T.C. 56865) 10 10 Gravenhurst North leg of wye 8 8
Interlocked drawbridge and junction Mileage 88.4 Narrows (B.T.C. 71039) 98.6 Joint Section with Bala Sub. (B.T.C. 52725)
Engine and car restrictions Heaviest auxiliary crane permitted 160 tons.
Engines heavier than 1300 class must not use crossover between Newmarket Subdivision main track and Lake Siding at Ducket at South end of Allandale station platform. No engine will exceed five miles per hour on turnout from Lake Siding to Shop at this point.
Engines heavier than 700, 800, and 1300 class must not be used beyond switch on stock pen siding at Orillia.
Other tracks Car Capacity Points face Mileage Downsview Lumber Co. 4 N 9.2 Spalding Lumber Co.—Central Lumber Co. 14 N 9.4 Toronto & York Rd. commission 11 N 9.5 DeHavilland Aircraft 21 N 9.7 McFarlane Construction Co. 11 N 9.8 Canadian General Electric 31 S 10.0 DeHavilland Aircraft 25 NS 10.2 R.C.A.F. Supply Depot 201 NS 10.5 Ontario Dept. of Highways No. 1 3 N 10.5 Warren Bituminous Paving Co. and Community Buildings Ltd. 37 S 11.1 Robertson Clay Products 10 N 14.1 M. Palmer 6 S 18.0 Superior Propane Ltd. 8 N 18.3 Hydro Electric Power Commission 5 S 32.8 Office Specialty 7 N 33.7 Newmarket District Co-operative 6 S 34.0 Office Specialty 13 S 38.7 Federal Farms Ltd. 6 S 39.5 Orillia Institute 11 N 84.5 Dominion Tar & Chemical Co. Ltd 40 S 93.4
Public highway crossing signals Washago Mileage 98.9 (First crossing North of Station) Automatic bells and wig wags signals. Gravenhurst Mileage 111.8 Muskoka Road (Third crossing South of Station) Automatic bells and flashing lights.
To eliminate unnecessary operation of these signals, the bonded crossing signal circutis on main track are controlled by push button switches, in a small box marked "Trainmen" locked with switch lock, and located on side of large box at these cfrossings. Button No. 1 stops and button No. 2 starts operation of crossing signals. Siding movements approaching over the crossings are independent of main line and operate signals regardless of push button operation.
No. 46 stop on flag at Hawkestone Mondays only.
No. 45 will stop Mondays to Fridays inclusive at Downsview for exchange of mails.
Way freights No. 522 leave Washago 7.45 a.m. Tuesday, Thurday and Saturday for Allandale. No. 523 leave Allandale 7.15 a.m. Monday, Wednesday and Friday for Washago. No. 524 leave Allandale 7.45 a.m. Daily except Sunday for Toronto. No. 525 leave Toronto 6.45 a.m. Daily except Sunday for Allandale.
Manifest freights No. 452 leave Gravenhurst 1.00 p.m. daily. Arrive Washago 1.30 p.m. No. 453 leave Washago 1.00 a.m. daily. Arrive Gravenhurst 1.30 a.m. No. 454 leave Gravenhurst 3.30 p.m. daily. Arrive Washago 4.00 p.m.
Diagram showing location of train phone wires
Face direction named: Count cross arms from the top down.
St. Clair Avenue to Allandale
Allandale to Orillia
Orillia to Atherley
Atherley to MP 94.25
MP 94.25 to MP 97.05
MP 97.05 to Washago
Washago to Gravenhurst
Train phone wires marked
Emergency telephone wire must be hooked up as close as possible to the pole, first scraping any corrosion off the pole line wire in order to establish contact with the train dispatcher.
|1836||City of Toronto and Lake Huron Railroad Company incorporated (Province of Canada Act 6 WIL IV Cap. 5)Hunter.|
|1845||Amendment to 1836 Act (Province of Canada Act 8 VIC Cap. 83)Hunter.|
|1845-06-06||A deputation from Great Western Railroad Company meets with the Toronto and Huron Railroad Company where it is resolved to jointly build a road with termini in both Toronto and Hamilton to a junction then onwards to a terminus on Lake HuronThe Examiner (Toronto), Wednesday, June 18, 1845, p. 3, c. 1.|
|1849-05-30||T.L.S. & L.H.U.Rd. charter presented for Royal AssentHopper-1962, p. 642.|
|1849-07-30||T.L.S. & L.H.U.Rd. charter receives Royal Assent (Province of Canada Act 12 VIC Cap. 196)Hopper-1962, p. 642Stevens gives the date as July 29, 1849Stevens-1960, p. 392.|
|1849-08-29||T.L.S. & L.H.U.Rd. Royal Assent signified by Proclamation of Governor-GeneralHopper-1962, p. 642.|
|1850-06-04||A proposal to aid the T.L.S. & L.H.U.Rd. by £100,000 in city-issued 20-year debentures is defeated by the ratepayers of TorontoThe North American (Toronto), Friday, June 7, 1850, p. 2.|
|1850-08-10||T.L.S. & L.H.U.Rd. becomes the O.S. & H.U.Rd. (Province of Canada Act 13-14 VIC Cap. 131)Hopper-1962, p. 642Stevens gives the date as November 1852Stevens-1960, p. 396., which interestingly also gives the company the right to
select a southern terminal other than TorontoStevens-1960, p. 396.
|1851-07-31/1851-09-04||O.S. & H.U.Rd. tenders for preparation of roadbed from Toronto to AllandaleThe Globe (Toronto), Thursday, July 31, 1851, p. 3.|
|1851-10-15||Lady Elgin turns the sod on the O.S. & H.U.Rd. projectStevens-1960, p. 395.|
|1852-01-26||The Toronto Board of Trade reports that twenty miles of roadbed are graded and optimistically forecasts the opening of the road to Barrie by December 1stThe Globe (Toronto), Thursday, January 29, 1852, p. 2.|
|1852-04||O.S. & H.U.Rd. completes roadbed from Toronto to AllandaleStevens-1960, p. 396.|
|1852-05-08/18||M. C. Story & Co. tenders for transportation of 7,000 tons of iron rails from Québec to TorontoThe Globe (Toronto), Saturday, May 8, 1852, p. 3, c. 6.|
|1852-05-28||Frederick Capreol, Toronto Board of Trade President G. P. Ridout, Architect Kivas Tully, Civil Engineer Keefer and others inspect construction at Hog's Back, about 6 six miles north Toronto. It is optimistically predicted that the line will open to Newmarket or Bradford by OctoberThe Examiner (Toronto), Wednesday, June 2, 1852, p. 2, c. 2.|
|1852-06||O.S. & H.U.Rd. submits certificates to the Toronto City Council stating that £100,000 had been expended on the work and requests the issuing of city debenturesThe Examiner (Toronto), Wednesday, June 16, 1852, p. 2, c. 7.|
|1852-06-28||Toronto City Council passes by-law authorizing issue of £60,000 debentures (£25,000 as a gift and £35,000 as a loan) to O.S. & H.U.Rd..The Examiner (Toronto), Wednesday, June 30, 1852, p. 3, c. 1.|
|1852-07-15||First rail is laid near present day Bloor StreetThe Toronto Examiner, Wednesday, July 21, 1852, p. 2, c. 7.|
|1852-10-06||O.S. & H.U.Rd. operates first steam locomotive, the Lady Elgin, in Upper Canada/Canada West from Queen's Wharf to York. Leaving Queen's Wharf earlier than its advertised 3:00 departure, it was claimed that many Torontonians missed the event; however, another account states that the train left at 2:55The Toronto Examiner, Wednesday, October 6, 1852, p. 3 and Wednesday, October 13, 1852, p. 2; The North American (Toronto), Friday, October 8, 1852, p. 2.|
|1852-10-08||Directors of O.S. & H.U.Rd. make an inspection trip over the line from Queen's Wharf to YorkThe Toronto Examiner, Wednesday, October 13, 1852, p. 3.|
|1852-11-05||T.S. & H.U.Rd. Bill passes through committeeThe Toronto Examiner, Wednesday, November 10, 1852, p. 2, c. 3.|
|1852-11-08||Bill to amend the act incorporating the O.S. & H.U.Rd. is read a third time and passedThe Toronto Examiner, Wednesday, November 10, 1852, p. 2, c. 3.|
|1852-11-09||Bill to amend the act incorporating the O.S. & H.U.Rd. receives royal assentThe Toronto Examiner, Wednesday, November 17, 1852, p. 2, c. 2.|
|1853-01-05||O.S. & H.U.Rd. operates excursion from Toronto to Machell's Corners for Board of Directors with Chief and Assistant EngineersThe North American (Toronto), Friday, January 7, 1853, p. 2.|
|1853-01-11/1853-01-20||O.S. & H.U.Rd. tenders for wharves with freight depots at Toronto and depots at:
|1853-05-16||Inaugural run of the O.S. & H.U.Rd. to Machell's CornersThe Toronto Examiner, Wednesday, May 18, p. 3; Hopper-1962, p. 642; Mika-1978, p. 31; RSR-13; Smith-1956, p. 33; Stevens-1960, p. 398; Trout-1970, p. 106; Walker-1953, p. 1; Willmot-1984 p. 3.|
|1853-06-02||First construction train reaches Timothy Street creek, NewmarketThe Newmarket Era, 1899-05-12, pg. 3, col. 2.|
|1853-06-07||O.S. & H.U.Rd. operates freight trains to NewmarketThe Globe (Toronto), 1853-06-07, p. 3.|
|1853-06-13||O.S. & H.U.Rd. opens from Machell's Corners to BradfordBladen-1932, p. 46; Trout-1871, p. 106; The Globe (Toronto), Wednesday, May 16, 1928, p. 4; Stevens-1960, p. 398; The Aurora Banner-1939It is generally accepted that operations to Bradford commenced a month after the inaugural run (i.e., June 1853)Mika-1978, p. 31; Stevens-1960, p. 398 but the
first evidence that the railway reached Bradford was seen in a newspaper advertisement during the second week of July, which states that
two passenger trains will run daily, between Toronto and BradfordWalker-1953, p. 31. This may indicate an increase in the level of service rather than new service or it just may be that evidence of an earlier date had not yet surfaced..
|1853-06-20||O.S. & H.U.Rd. operates two trains daily (except Sunday) to Bradford connecting with steamer Morning, which provides service direct to Barrie except Friday, which is direct to Orillia. On Mondays, Wednesdays and Fridays, the Morning arrives from Barrie via Beaverton and intermediate ports; on Tuesdays and Thursdays from Barrie via Orillia and intermediate ports; and on Saturday from OrilliaThe Globe (Toronto), 1853-06-21, p. 3.|
|1853-07-13||O.S. & H.U.Rd. operates two trains daily ("Express" and "Accommodation") in each direction between Toronto and BradfordThe Globe (Toronto), 1853-09-03.|
|1853-10-11||O.S. & H.U.Rd. opens from Bradford to BarrieAllandale was initially known as Barrie,
perhaps in an effort to appease the citizens of Barrie who were angry because the station had been built a mile outside their town limitsMika-1978, p. 31.Bladen-1932, p. 46; Stevens-1960, p. 398; , The Aurora Banner-1939Regular service to Allandale appears to commence Wednesday, October 26, 1853The Globe (Toronto), Tuesday, October 25, 1853, p. 3..
|1853-11-10/1853-12-01||O.S. & H.U.Rd. tenders for telegraph system between Toronto and BarrieThe Globe (Toronto), Thursday, November 10, 1853, p. 3.|
|1854-09-22||O.S. & H.U.Rd. advertises fall scheduleThe Globe (Toronto), September 22, 1854, p. X.|
|1858-08-16||O.S. & H.U.Rd. becomes the N.Ry. of C. (Province of Canada Act 22 VIC Cap. 117)Cooper-2001, p. 392; Hopper-1962, p. 642; Mika-1978, p. 33; Stevens-1960, p. 410.|
|1859-05-04||All property, corporate rights of the N.Ry. of C. vested in the Crown (Province of Canada Act 22 VIC Cap. 89)Hopper-1962, p. 642.|
|1859-05-12||Order-in-Council revests N.Ry. of C. upon certain conditions and financial adjustmentsHopper-1962, p. 642.|
|1860-09-10||N.Ry. of C. operates special train for His Royal Majesty, Albert Edward, Prince of WalesWalker-1953, pp. 8 & 52.|
|1865-06-21||N.Ry. of C. opens the "Barrie Switch" from Allandale to BarrieSmith-1978, p. 35Stevens states that the
Barrie Switchopened in June 1859Stevens-1960, p. 401..
|1869-12-24||T.S. & M.J.Ry. incorporated (Ontario Act 33 VIC Cap. 30) to build from Barrie to a point on Lake MuskokaHopper-1962, p. 641.|
|1870-12-10||T.S. & M.J.Ry. awards contract to Ginty & Co. for construction from Barrie to Washago; value $217,589.82The Globe (Toronto)Monday, December 12, 1860, pg. 1, col. 9.|
|1871-04-01||N.G.R. and T.S. & M.J.Ry. leased to the N.Ry. of C.Hopper-1962, p. 642.|
|1871-11-14||N.Ry. of C. operates special train from Toronto to OrilliaThe Globe (Toronto), November 15, 1871, p. 1.|
|1871-11-25||N.Ry. of C. advertises trains to OrilliaThe Globe (Toronto), November 25, 1871, p. 3.|
|1871-11-30||T.S. & M.J.Ry. formally opens from Barrie to OrilliaThe Globe (Toronto), December 1, 1871, p. 1; Hopper-1962, p. 641Stevens states that Barrie to Orillia opened on April 1, 1872Stevens-1960, p. 410..|
|1871-12-27||Shareholders of N.G.R. and T.S. & M.J.Ry. agree to amalgamate as the N.E.Ry.Hopper-1962, p. 641; Stevens-1960, p. 411.|
|1872-03-02||N.E.Ry. amalgamation authorized (Ontario Act 35 VIC Cap. 43)Hopper-1962, p. 641.|
|1872-03-25||Government Railway Order authorizes aid of $4,500 per mile for construction between Washago and Gravenhurst on condition that:
|1872-09-15||N.E.Ry. opens from Orillia to AtherleyHopper-1962, p. 641.|
|1873-08-18||N.E.Ry. opens from Atherley to WashagoHopper-1962, p. 641Stevens states that Orillia to Washago opened on August 8, 1873Stevens-1960, p. 410..|
|1874-09||N.E.Ry. opens from Washago to SevernStevens-1960, p. 410.|
|1875-04-08||N.Ry. of C. and N.E.Ry. amalgamation as well as change from Provincial to Standard gauge authorized (Dominion Act 38 VIC Cap. 65)Hopper-1962, p. 642.|
|1875-06-03||N.Ry. of C. and N.E.Ry. shareholders agree to amalgamate as the N.Ry. of C.Hopper-1962, p. 642, Stevens-1960, p. 411|
|1875-11-15||N.Ry. of C. opens Severn to Muskoka Junction (Gravenhurst)Hopper-1962, p. 641; Stevens-1960, p. 410.Stevens states that the N.Ry. of C. opened to Muskoka Junction (Gravenhurst) in August 1875Stevens-1960, p. 410 but this seems unlikely given an August 19, 1875 newspaper articleThe Daily Globe (Toronto), Thursday, August 19, 1875, p. 4, c. 3.|
|1877-04-28||N.Ry. of C. and N.E.Ry. amalgamation confirmed (Dominion Act 40 VIC Cap. 57)Hopper-1962, p. 642|
The Globe (Toronto), Monday, May 28, 1877, p. 4
|1879-05-08||G.T.Ry. and N.Ry. of C. settle disputes over land between Bathurst Street and Queen Street in Toronto (sidings, Parkdale station, etc.)Hopper-1962, p. 643.|
|1879-06-10||H. & N.W.Ry. and N.Ry. of C. agree to operate jointly as the N. & N.W.Ry.Cooper-2001, pp. 21 & 393Hopper gives the date as June 6, 1879Hopper-1962, p. 643..|
|1881-07-10||Mainline converted from Provincial to Standard gaugeThe Toronto Daily Mail, Thursday, July 7, 1881, p. 8. c. 1 and Tuesday, July 12, 1881, p. 2. c. 4.|
|1881-07-14||Conversion from Provincial to Standard gauge completeCooper-2001, p. 393.|
|1888-01-24||Deed of Union for amalgamation of H. & N.W.Ry., N.Ry. of C. and G.T.Ry.Hopper-1962, p. 644.|
|1888-02-24||Effective date for H. & N.W.Ry., N.Ry. of C. and G.T.Ry. amalgamationHopper-1962, p. 644.|
|1888-05-04||Separate accounts for G.T.Ry. and N. & N.W.Ry. no longer required (Dominion Act 58 VIC Cap. 58)Hopper-1962, p. 644.|
|1888c||N.Ry. of C. crossing of the narrows between Orillia and Atherley abandoned; trains use the M.Ry. of C. crossingHansen-1997, p. TBD.|
|1892-07-26||G.T.Ry. agrees to handle C.P.Ry.'s northwest traffic between Callander and TorontoWilson-1983, pp. 129 & 140.|
|1898-01||G.T.Ry. cancels traffic arrangement with C.P.Ry.Wilson-1983, pp. 129 & 140.|
|1898-11-26||G.T.Ry. grants C.P.Ry. running rights between Toronto and CallanderWilson-1983, pp. 129 & 140.|
From Paragraph 15 of C.P.Ry. report for the fiscal year ending June 30th, 1904Lovett-1981, p. 160
GTRS Circular No. 1902, September 24, 1906, SCA / Acc. 985-10
|1908-06-15||C.P.Ry. opens Sudbury-Kleinburg branchWilson-1983, pp. 139 & 140.|
|1908-06-21||C.P.Ry. withdraws all through car service between Toronto and North Bay via GTRDerek Boles—correspondence.|
|1908-07-15||G.T.Ry. train no. 46, the southbound "Cobalt special" derails about two miles south of Gilford/six miles north of Bradford at 6:05 a.m. injuring the engineer Arthur Meeking, fireman Nelson Garrett (Garrett succumbed the following day) and expressman Louis Marshall; no passengers were injuredThe Globe (Toronto), Thursday, July 16, 1853, p. 5, c. 2; The Globe (Toronto), Friday, July 17, 1853, p. 12, c. 5. A photograph of the wreck was published as a postcard by J.H. Douse of Lefroy.|
|1914-09-20||G.T.Ry.S., Ontario Lines, Barrie & Stratford Divisions
|1920-08-18||G.T.Ry. authorized to connect its track with the C.N.Rys.BRC Order 30025.|
|1921-06-26||GTRS, Ontario Lines, Barrie Division
|1923-01-31||G.T.Ry. becomes part of C.N.Rys.Bowers-1983, p. 162; Cooper-2001, p. 394.|
|1923-05-13/1948-04-25||Toronto Terminals limit at FairbankCNR.CR.SWOD.TT.1; CNR.CR.NOD.88.|
|1925-09-27||C.N.Rys., Central Region, Southwestern Ontario District, Allandale Division
|1929-06-30||Allandale appears as northern terminus of Newmarket SubdivisionCNR.CR.NOD.28.|
|1929-07-28||Gravenhurst appears as northern terminus of Newmarket SubdivisionCNR.CR.NOD.29.|
|1948-06-27/1952-09-28||Toronto Terminals limit at Mile 7.3CNR.CR.NOD.89/4.|
|1953-04-26/1960-10-30||Toronto Terminals limit at Mile 9.0CNR.CR.NOD.5/28.|
|1953-08-10||Date of agreement between CNR and Department of Highways of the Province of Ontario for construction of a diversion of Newmarket Subdivision between miles 98.7 and 100.0CNR File No. 4710-52-50.|
|1954-03-22||CNR authorized to construct Washago diversionBTC Order No. 83399.|
|1954-05-14||BTC Order No. 83399 amended to apportion cost of Washago diversion: 40% (not exceeding $112,000) from Railway Grade Crossing Fund; $10,0000 by CNR and remainder by Department of Highways of the Province of OntarioBTC Order No. 83747.|
|1955-02-22||CNR arranges to rent 25-ton King float with L194 International Tractor, D-4 Caterpillar tractor, 5-ton International platform truck with hoist winch and 5-ton International flat bed platform truck from Fowler Construction Co. Ltd. of Bracebridge for distribution of track laying materials and spreading for Washago diversionCNR File No. 4710-52-50.|
|1955-03-17||CNR awards haulage (from Uhthoff) and spreading of rock ballast for Washago diversion to Dennis Moran (29 Anne St., Barrie)CNR File No. 4710-52-50.|
|1955-06-04||CNR opens temporary grade crossing at mileage 99.42 to permit opening of Highway No. 11CNR File No. 4710-52-50.|
|1955-07-06||CNR opens Washago diversionCNR File 4710-52-50This is at odds with Brown, which states that realignment was necessary to
accomodate the widening of Highway 11 in the 1970s, and eliminate the need for a second crossingBrown-2002, p. 89. The "new" alignment is clearly present in a July 22, 1958 photographWilson-1998, p. 144. The Department of Highways Ontario (DHO) assumed the "Washago Diversion" of Highway 11 in February, 1955Cameron Bevers—correspondence. Further information on the construction of Highway 11 can be found at the "The History of Ontario's King's Highways" website..
|1955-08-17||CNR authorized to operate Washago diversionBTC Order No. 86775.|
|1961-01-01/1968-10-27||Mile 39 appears as Toronto Area limit on Newmarket SubdivisionCNR.GLR.NOA.29, CNR.GLR.TA.72.|
|1963-10-27||Gravenhurst appears in CNR ETT as northern terminus of Newmarket SubdivisionCNR.GLR.NOA.38|
|1964-10-25||Nipissing appears in CNR ETT as northern terminus of Newmarket SubdivisionCNR.GLR.TA.62|
|1969-04-27/1974-10-27||Snider North appears as Toronto Area limit on Newmarket SubdivisionCNR.GLR.TA.73/85.|
|1971-11-01/1971-12-22||Five-week trial commuter service provided between Barrie and TorontoToRyHeritage Yahoo! Group, Message 1595.|
|1974-04-28/1979-06-17||Trains nos. 168 and 169, provide commuter service between Barrie and TorontoCNR.214/221; VIA.222.|
|1975-04-27/1977-04-24||Washago appears as Toronto Area limit on Newmarket SubdivisionCNR.GLR.TA.86/CNR.GLR.BTMYD.4.|
|1978-04-30/1979-06-17||Mile 97.1 (Longford south Yard Limit) appears as Toronto Division limit on Newmarket SubdivisionCNR.GLR.BTNOD.5/7.|
|1979-10-28/1981-10-25||Mile 113.5 (Gravenhurst north Yard Limit) appears as Toronto Division limit on Newmarket SubdivisionCNR.GLR.BTNOD.8/CNR.GLR.BNNOTWOD.44.|
|1974-04-28/1982-09-03||Trains nos. 146 and 147, provide commuter service between Barrie and TorontoCNR.214/221; VIA.223/229.|
|1982-09-07||GO assumes VIA Rail service between Barrie and Toronto with one round trip per weekday—stations: Bradford, Newmarket, Aurora, King City, Maple (Lefroy and Barrie stations cancelled)GO Transit Motive Power website.|
|1982-10-31/1985-10-27||Mile 6.4 appears as Lakeshore Division limit on Newmarket SubdivisionCNR.GLR.COLNOWOD.46/52.|
|1986-04-27/1993-11-01||Mile 6.4 appears as Southern Ontario District limit on Newmarket SubdivisionCNR.GLR.NOSOD.53/50.|
|1988-05-01||Nipissing to Capreol section of the Alderdale Subdivsion was assigned to the Newmarket SubdivisionCNR.GLR.NOSOD.58.|
|1990-09-17||GO extends train service to BarrieGO Transit Motive Power website.|
|1993-07-02||GO operates last train to BarrieGO Transit Motive Power website.|
|1993-07-05||Government cutbacks return service to BradfordGO Transit Motive Power website.|
|1994-01-12||CNR authorized to build temporary diversion at mileage 13.81 for construction of
a subway to carry the "highway", namely Highway 407, across and underthe Newmarket SubdivisionCTA Order No. 1994-R-12, see also 1996-R-122.
|1995-09-21||CNR granted permission to abandon Barrie (Allandale) to Longford
one (1) year from the date of this OrderCTA Order No. 1995-R-396.
|1998-01-25||CNR discontinues service Bradford to Barrie (Allandale)CTA 1998 Annual Report, Appendix 8.|
|1998-09-08||Bradford to Toronto begins second round tripGO Transit Motive Power website.|
|2000-12-19||CNR transfers ownership of the physical assets of Newmarket Subdivision from mileage 13.02 (York Subdivision) to mileage 42.28 (north of Bradford) to GO Transit. CNR remains as the operating railway company with exclusive right to operate freight trains. GO Transit to maintain track and signal infrastructureCTA Decision No. 516-R-2001.|
GO Transit Website
GO Transit Website
|2001-09-04||Bradford to Toronto begins third round tripTownship of King website.|
|2002-09-06||GO Transit opens York University stationGO Transit website.|
|2004-11-01||GO Transit opens East Gwillimbury station, located south of Green LaneGO Transit website.|
|2006-02/2007-06||Grade separated crossing of York and Newmarket Subdivisions is constructed at SniderGO Transit website.|
|2007-12-17||GO Transit resumes commuter service from BarrieGO Transit website.|
|2009-12-15||Metrolinx acquires the lower Newmarket Subdivision (Toronto to Snider) from CNRGO Transit website.
Andrew Merrilees collection / NAC / Acc. 1980-149
|Natural Pass on Northern Railway Line|
R.A. Maniquet collection
|Postcard of July 15, 1908 wreck of the southbound "Cobalt Special" about 2 miles south of Gilford/6 miles north of Bradford. Published by J.H. Douse, Lefroy, Ont. Not postally used.|
|n.d.||NAC / Col. RG30M Acc. 945013, Box 10||T.S. & M.J.Ry.||Profile.||Barrie to Washago 771-4|
|n.d.||NAC / Col. RG30M Acc. 945013, Box 10||T.S. & M.J.Ry.||Profile.||Washago to Gravenhurst 771-5|
|1953-12-31||C.N.Rys.||Operating Diagrams||Newmarket Subdivision