History

The Newmarket Subdivision from Toronto to Allandale has as its origin the Toronto, Lake Simcoe & Lake Huron Union Railroad (TLS&LHURR), which was chartered on July 30, 1849 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 TLH&LSUR became the Ontario, Simcoe & Huron Union Railroad (OS&HURR), which was given the right to chose a southern terminal other than Toronto.

The OS&HURR ran its first train from Toronto to Machell's Corners (now Aurora) on May 16, 1853. The remainder of the OS&HURR to Allandale opened as follows:

• Bradford: June 13, 1853; and
• Allandale: October 11, 1853.

On August 16, 1958 the OS&HURR became the Northern Railway of Canada (NRC) and seven years later finally appeased the residents of Barrie by opening a spur—the "Barrie Switch"—from Allandale to Barrie on June 21, 1865.

The Newmarket Subdivision from Barrie to Gravenhurst has as its origin the Toronto, Simcoe & Muskoka Junction Railway (TS&MJR), which was leased by the NRC on April 1, 1871. The TS&MJR formally opened to Orillia on November 30, 1871. On March 2, 1872 the North Grey Railway and TS&MJR agreed to amalgamate as the Northern Extensions Railway (NER), which slowly pushed northward as follows:

• Atherley: September 15, 1872;
• Washago: August 18, 1873; and
• Severn: September 1874.

On June 3, 1875 the NER and NRC amalgamated under the latter's name and opened to Gravenhurst on November 15, 1873.

On February 24, 1888, the NRC became part of the Grand Trunk Railway (GTR) 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 (MRC)—another GTR constituent acquired on September 22, 1883. The identity of the NRC and its constituents disappeared on April 1, 1893 following a general reorganization of the GTR.

The GTR handled the Canadian Pacific Railway's (CPR's) northwest traffic between Toronto and Callander between July 26, 1892 and January 1898. On November 11, 1898 the GTR granted the CPR running rights between Toronto and Callander, which lasted until a week after the opening of the CPR's Kleinburg/Sudbury branch on June 15, 1908.

During the GTR era, ca. 1915, Parkdale to Allandale (Allandale Subdivision) and Allandale to Gravenhurst (southern part of North Bay subdivision) were part of the 11^th and 12^th Districts, respectively.

In the early CNR 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 July 6, 1955, 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 ca. 1964, the Newmarket Subdivision absorbed the Huntsville Subdivision and in ca. 1988 absorbed the Nipissing to Capreol section of the Alderdale Subdivision.

On September 21, 1995, the CNR was granted permission to abandon the Newmarket Subdivision between Barrie (Allandale) and Longford no earlier than September 21, 1996. On September 22, 1996 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 CNR's Midland and Newmarket subdivisions and a stop on CPR'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 December 17, 2007 GO Transit resumed commuter service from a new station south of Barrie to Toronto.

Footnotes

Mileage 0.00 to 1.12 Newmarket Subdivision corresponds to mileage 0.00 to 1.12 Oakville Subdivision.

Mileage 1.12 to 2.54 Newmarket Subdivision corresponds to mileage 1.12 to 2.54 Brampton Subdivision.

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.

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.

Engine and Car Restrictions

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.

Heaviest auxiliary crane permitted 160 tons.

Chronology

Photographs

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.

Drawings

End Notes

1. ^ Stevens gives the date as July 29, 1849[Stevens-1960, p. 392].
2. ^ Stevens gives the date as November 1852[Stevens-1960, p. 396].
3. ^ It 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 Bradford[Walker-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.
4. ^ Allandale 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 limits[Mika-1978, p. 31].
5. ^ Regular service to Allandale appears to commence Wednesday, October 26, 1853[The Globe (Toronto), Tuesday, October 25, 1853, p. 3].
6. ^ Stevens states that the Barrie Switch opened in June 1859[Stevens-1960, p. 401].
7. ^ Stevens states that Barrie to Orillia opened on April 1, 1872[Stevens-1960, p. 410].
8. ^ Stevens states that Orillia to Washago opened on August 8, 1873[Stevens-1960, p. 410].
9. ^ Stevens states that the NRC opened to Muskoka Junction (Gravenhurst) in August 1875[Stevens-1960, p. 410] but this seems unlikely given an August 19, 1875 newspaper article[The Daily Globe (Toronto), Thursday, August 19, 1875, p. 4, c. 3].
10. ^ Hopper gives the date as June 6, 1879[Hopper-1962, p. 643].
11. ^ This 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 crossing[Brown-2002, p. 89]. The "new" alignment is clearly present in a July 22, 1958 photograph[Wilson-1998, p. 144]. The Department of Highways Ontario (DHO) assumed the "Washago Diversion" of Highway 11 in February, 1955[Cameron Bevers—correspondence]. Further information on the construction of Highway 11 can be found at the "The History of Ontario's King's Highways" website