C.N.Rys. Newmarket Subdivision

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.

Wilson Ave.

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.

Trains must obtain terminal clearance at Allandale and Washago.

Mail catch posts are located at Mileages 9.1, 96.5 and 100.4.

Maple

Crossover switch Mileage 18.4 is entrance to Siding.

Newmarket

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.

Bradford

Siding is track second in front of station.

Allandale

*Coal only.

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.

Barrie

Trains instructed to meet or wait by train order will do so at lead switch South end of station platform.

Hawkestone

Derail is located 249 feet South of North switch.

Orillia Freight Yard

Siding is track first east of main track.

Washago

*Coal only.

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.)

Muskoka Jct.

*Coal only.

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

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.

Between Signal No. 888 (located 1600 feet North of Signal No. 884) and Signal No. 865 Automatic Block Signal Rules Nos. 501 to 519, inclusive will apply.

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.

Flag stops
Mileage For Trains
Orillia Institute 84.2 41-44-42-45
Floral Park 96.5 41-44

Conditional stops

No. 3 will stop at Barrie and Orillia to entrain traffic for points Washago and West.

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.

Image Not Available
Look North
St. Clair Avenue to Allandale
Image Not Available
Look North
Allandale to Orillia
Image Not Available
Look North
Orillia to Atherley
Image Not Available
Look North
Atherley to MP 94.25
Image Not Available
Look North
MP 94.25 to MP 97.05
Image Not Available
Look North
MP 97.05 to Washago
Image Not Available
Look North
Washago to Gravenhurst

Train phone wires marked Image Not Available

Note—

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.

Date Event
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:
  • Thornhill [Concord];
  • Richmond Hill [Maple];
  • Machell's Village [Aurora];
  • Newmarket;
  • Holland Landing;
  • Innisfill [Lefroy]; and
  • Barrie [Allandale].
The Globe (Toronto), Tuesday, January 11, 1853, p. 3
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 Switch opened 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:
  1. Running powers be granted to the M.Ry. of C. between Atherley and the St. John tramway by 1873-06-01 (a complimentary Government Railway Order would give the N.Ry. of C. running powers over the M.Ry. of C. from Orillia to Midland); and
  2. Construction exclusive of track laying be complete by 1873-12-01.
The Daily Globe (Toronto), March 27, 1872, p. 2.
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
1877-05-28

At the Board meeting to-day of the newly elected Directors of the Northern Railway Company, Mr. Williams Thomson was elected President of the Company and Sir Henry Mather Jackson Vice-President and Chairman of the London Board for the ensuing year.

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.
1904-06-30

In view of the contemplated construction of the Grand Trunk Pacific Railway, it will be impracticable to continue to use the Grand Trunk Company's line between Toronto and North Bay for the routing of traffic between points in Ontario and points reached by your [C.P.Ry.'s] lines in North Western Canada, and, therefore it is important that you should, with the least possible delay, secure your own independent connection between the main line and the City of Toronto. The shortest and best route and one upon which the local traffic will be profitable, is from a point in the vicinity of Sudbury to a point near Kleinburg on your Ontario Division, a distance of about 230 miles. Your Directors are proceeding with the construction of the line, and you will be asked to authorize the issue and sale of the necessary securities to meet the expenditure.

From Paragraph 15 of C.P.Ry. report for the fiscal year ending June 30th, 1904Lovett-1981, p. 160

1906-09-30

Toronto—Huntsville—North Bay.

Train No. 63 "Muskoka Express" will be cancelled.

North Bay—Huntsville—Toronto

Train No. 66 "Muskoka Express" will be cancelled.

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
  • 11th District: Allandale Subdivision: Parkdale to Allandale
  • 12th District: North Bay Subdivision: Allandale to North Bay
GTRS.OL.BSD.5
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
  • 11th District: Allandale Subdivision: Parkdale to Allandale
  • 12th District: North Bay Subdivision: Allandale to North Bay
GTRS.OL.BD.8
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
  • Newmarket Subdivision: Toronto to Allandale
  • Huntsville Subdivision: Allandale to Nipissing
CNR.CR.SWOD.AD.9
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 under the 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.
2001-08-29

GO Transit opens new train station in Vaughan

TORONTO, Jan. 8, 2001 /CNW/—GO Transit welcomed its 50th train station into the family this morning with the pre-dawn opening of Rutherford GO station in Vaughan.

The new station is on the Bradford train line, at Rutherford Rd. and Westburne Dr., in a growing residential area. Two weekday morning and two evening trains run on this rush-hour line, serving Bradford, Newmarket, Aurora, King City, Maple, Rutherford, and Union Station in downtown Toronto.

GO Transit held a brief ceremony this morning before the arrival of the first train at 7:18 a.m. Municipal officials and GO staff welcomed the station's first passengers with refreshments and giveaways.

"One of the great things we're doing here is offering people more parking spaces," says GO Chairman Eldred King. "Maple GO station is close by, but it's extremely overparked. With Rutherford, we can take the pressure off Maple station, and we can accommodate more people who don't want to drive downtown."

Initially, about 200 parking spaces and the kiss & ride passenger drop-off are available, and tickets are being sold from a temporary trailer. By April, when construction finishes for the rest of the station, customers will have 300 more parking spaces, a station building with ticket sales and passenger waiting area, and a bus loop.

"We're growing at an incredible rate," King says. "Opening Rutherford is one way to manage some of this growth, but major investment will be required before we can really expand train service for our customers. The big issue will continue to be trains that are becoming more and more crowded."

Ridership growth on the Bradford train line has more than doubled in the last five years, with 842,000 people riding these trains in 1999. Over the next 10 years, GO expects the ridership from the area around the Maple and Rutherford stations to triple, from 1,000 to 3,000 passengers per day.

Construction of Rutherford's platform, station building, and parking lot is costing $5 million. Combined with $3.85 million for the property, the total cost is $8.85 million.

Rutherford is the first new GO station since 1992, when Aldershot station was built in Burlington.

GO Transit Website
2001-08-29

More GO Trains for York Region

TORONTO, Aug. 29, 2001 /CNW/—GO Transit is adding one new morning and one new evening train on its Bradford rail line, starting Tuesday, September 4. These trains are equivalent to adding one new lane of expressway into and out of downtown Toronto.

GO's Bradford line currently has two southbound trains in the morning and two northbound trains in the evening. With the addition of the third morning train, passengers can choose from three arrival times at Union Station—7:25 a.m., 8:15, and 8:47. In the evening, trains will leave Union at 4:47 p.m., 5:17, and 5:50. At other times of the day, express GO Buses carry people travelling along the same route.

"An increase in GO service in our area is always good news," says Bill Fisch, York Region Chairman and GO Transit Board member. "It's all about making the day better for people. We're battling traffic congestion and encouraging healthy lifestyles."

The new train is possible because GO added a train to its fleet by leasing a locomotive and six passenger railcars from commuter rail systems in British Columbia and Florida.

"Adding train service is quite a challenge," says Eldred King, GO's Chairman. "We have to deal with the constraints of Union Station, which desperately needs to be renewed, and we have to cross two major railway freight corridors with every Bradford line train trip. For everything we do, we have to make sure there's a sound business case."

Despite limitations, King says GO is squeezing in as many improvements as possible. Earlier this year, several more express GO Bus trips were added to the Bradford line schedule. The buses run between Union Station and other train stations along the line, giving passengers the flexibility to travel in either direction at different times throughout the day, not just during rush hour.

GO's Bradford line serves the popular new Rutherford station in Vaughan, Maple, King City, Aurora, Newmarket, and Bradford. Bus connections extend the service through York Region to Barrie. Ridership on the corridor has grown by 150% over the last five years

"Our customers have been looking forward to having more trains on the Bradford line," King says. "Whenever we add travel options, we can serve more and more people. Why wouldn't you take GO?"

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.

Metrolinx acquires full ownership of Toronto-Barrie rail commuter corridor in transaction with CN

Toronto, Dec. 15 /CNW/—Metrolinx today purchased from CN (TSX: CNR)(NYSE: CNI) the lower portion of the Newmarket Subdivision in central-north Toronto for C$68 million. The transaction gives Metrolinx end-to-end ownership of the 60-mile-long Barrie-Bradford GO Train corridor between downtown Toronto and Barrie, Ont.—a first for the government transit agency.

Please visit http://www.cn.ca/en/lower-newmarket-agreement.htm for a map of the Lower Newmarket Subdivision and CN and GO Transit rail networks in the Toronto area.

Metrolinx is the Ontario government Crown corporation responsible for delivering an integrated, multi-modal transportation network in the Greater Toronto and Hamilton Area (GTHA), from York and Durham through Toronto, Peel Halton and Hamilton. GO Transit, the operating division of Metrolinx, provides commuter rail and bus services in the GTHA.

The Metrolinx line acquisition fills the rail gap between the agency's east-west Union Station Rail Corridor in downtown Toronto, its Weston Subdivision in west-central Toronto, and the northern segment of its commuter rail-line reaching Barrie.

Metrolinx President and Chief Executive Officer, J. Robert S. Prichard, said: "This transaction marks a milestone for the agency, giving us—for the first time—end-to-end ownership of a GO Transit rail line. This transaction with CN—an important partner of ours—will permit improvements to service between Toronto and Barrie and points in between. Improved commuter rail and mass transit are vital to easing traffic congestion and air pollution in the GTHA, while improving the productivity and economic competitiveness of the region."

Claude Mongeau, CN executive vice-president and incoming president and chief executive officer, said: "CN is pleased to have reached this sales agreement with Metrolinx. We have close ties with GO—most of its services in the Greater Toronto Area operate over CN's network—and we see our partnership with GO and Metrolinx continuing to drive the environmental benefits of rail in the Toronto region. In addition, this line sale will generate additional value for the company."

The line acquired by Metrolinx branches off its Weston Subdivision, acquired from CN earlier this year, in west Toronto's Parkdale neighborhood and runs north past York University to connect with the agency's existing commuter line to Barrie. That line starts immediately north of CN's main east-west freight corridor that parallels Steeles Avenue between Keele and Dufferin streets. GO currently runs eight commuter trains daily, Monday to Friday, between Toronto and Barrie over the Newmarket Subdivision, which also accommodates a daily CN freight train and VIA Rail Canada Inc.'s transcontinental passenger train three times a week.

Under its sales agreement with Metrolinx, CN will continue to serve five freight customers on the lower Newmarket Subdivision between Highway 401 and CN's main east-west freight corridor.

Rail has a benign environmental footprint, and CN is the green, energy-efficient choice for shippers. Rail has been shown to be up to six times more energy-efficient than heavy trucks, because rail consumes a fraction of the fuel to transport one tonne of freight one kilometre. In fact, we can move one tonne of freight almost 200 kilometres on just one litre of fuel.

The company's innovative Precision Railroading model and partnership agreements with other railroads to share assets and deliver interchange traffic at the most efficient gateways, have also reduced fuel consumption and emissions.

GO Transit recognizes the decisions we make today will have a major impact on the world we live in tomorrow. Changing attitudes and shifting mindsets are putting the environment at the forefront of GO's plans—both today and in the future. Transit is a clean, sustainable transportation option and GO believes the environment should be a key consideration for future growth strategies and development. Going green is just one of the many ways GO Transit is leading the way, both in the transportation industry and in the eyes of its customers.

Date Image Notes
1880
Andrew Merrilees collection / NAC / Acc. 1980-149
Natural Pass on Northern Railway Line
1908-07-15
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.
Date Reference Railway Subject Description
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
  • Sheet 2, Mileage 9.0 to 20.0
  • Sheet 3, Mileage 20.0 to 36.0
  • Sheet 4, Mileage 36.0 to 59.0
  • Sheet 5, Mileage 59.0 to 68.0
  • Sheet 6, Mileage 68.0 to 85.0
  • Sheet 7, Mileage 85.0 to 88.0
  • Sheet 8, Mileage 88.0 to 99.0
  • Sheet 9, Mileage 99.0 to 110.0
  • Sheet 10, Mileage 110.0 to 112.17