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Steve on his last photo had a comment on hoppers, those 3 on the top of this train are real classics too. Kind of neat with that small business having its own brick chimney in the yard.
Nicely captured, power looks great coming around the curve. A fully populated poleline, six crossarms on what once was state of the art communications before microwave and fibre optics. The top five crossarms would be for telecommunications, the bottom arm for the signal control, codeline and power.
Thank you, Mr. Signal Man: That is a great looking pole line, I gotta say that.
LP – I think the chimney is part of what remains of the Ontario Terra Cotta Brick Company.
Two 4 axle units and covered hoppers on the head end, says London Pickup to me Arnold. Those covered hopper were no doubt headed to Goderich. The London Pickup, aka the “puke-up”, was also referred to by at least one Toronto Yard Co-ordinator, as “the glorified shorts”.
Terry, I haven’t heard of that brick company you mentioned, the business where that chimney is, was called Crawford Lumber & Coal by the time I started. There was another brickworks at Mile 33.68 west of Milton of the eastward (now known as South Track), it was called Milton Brick. The track and switch were still there in 1973, but the business had closed. There was another one off the South track at the west west end of Streetsville Yard called Canada Brick. By the time I started, the Cooksville Brick at mile 16.18 was out of service. I guess the clay brick businesses of this type with rail service are just a memory now.
Input, as I have said, is always appreciated, Ronald. And yes, there were brick places all over the land back then…..today it is Nail Spas.
)
London Pick-up sounds good. I was thinking Guelph Jct turn, but didn’t know if was around at that time.
Arnold, before 1995, all movements west of mile 15 of the Galt Sub (Cooksville) were the exclusive domain of London crews, with the lone exception of movements to & from the Orangeville Sub.
The Cooksville turn & “Stone train” which did go to Guelph Jct on occasion (usually they had a 7000 series yard engine), were jobs based at Lambton Yard, & filled by crews with London road seniority. Before Toronto Yard opened, pool crew men laying over at Lambton could be called to relive relieve the two jobs, and deadheaded home later on a passenger train. In terms of unassigned (or pool) work, as an example, if CP wanted to run an OCS train of boarding cars limited to 35mph, from Toronto to Hamilton, they would run it from Toronto to Hamilton via Guelph Jct. because CN didn’t want it on the joint section plugging things up. That work would go to a London pool crew called out of Toronto. We loved jobs like that, we went on a new day in Hamilton, usually we went from there home to London. One time in 1974, I was called in Toronto for an Erindale turn. We took boarding cars from Toronto to Erindale and put them in the back track that used to be there. We then ran van hop back to Toronto & onto the bottom of the board, meaning an extra day away from home.
Both of the foregoing examples could be handled by Toronto crews now, except that they would have to end up back in Toronto.
The Guelph Jct turn you refer to, out of Toronto didn’t start until after CP’s 1995 vacating of the CN joint section.
I should add, the agreements allowing Toronto crews to work west of mile 15 on the Galt Sub, had to be negotiated before the end of joint section running.
Always, Ronald, I thank you. And Happy Dominion Day. Obviously I am not the only one who relies on memory and/or with sloppy notes and then finds his memory rotating down the porcelain bowl. An example is the other day I was scanning some old slides from the Jct of the Guelph Junction Turn and it didn’t once get me to think just when this job was created. I just took it for granted it always was there………….
Nothing more fitting of Canada’s past than CPs old fleet of power. Great photo Arnold. For us station guys, hard to believe that the ‘long gone’ Campbelville station would be wedged between the crossing on that little piece of land before it dropped off into the pond (the land that is, not sure when the station was removed?).
Nice comments all.
” I guess the clay brick businesses of this type with rail service are just a memory now.”
Ron, the brick works located near Tansley (off of Highway 5/Dundas ave) in Burlington still has a rail spur and still ships by rail. Not often, a few cars a year.
When you say 1995 ending of the joint section, what do you mean? Is that the year CP locals stopped running on the Oakville Sub? Because the last trains down the Oakville sub for CP were around 2010 but by then no locals that I was aware of were operating in the 2000′s. I could be wrong, but I never did understand why CP got out of running the local trains (ie Ford, and switching customers) and still running the mainline trains in the 2000′s down the Oakville.
As for this picture, I love this spot. I love how some years it was clean like this, then grown over, then clean again, and it hasn’t been clean like this since 2015 or 2016 when I last shot from this side.
The brick works building is still there, and the restaurant that operated out of the caboose is gone and caboose was removed about a year ago.
Stephen, I got the date from Google, I didn’t have it in the memory bank, but I was referring to to when the joint section ceased to be the routing of freight between Hamilton & Toronto. I’m sure that freight started to use CP via Guelph Jct before 2010, they were running that way before I retired in 2010. My main point was the change from being London work west of Mile 15 Galt Sub, to both London & Toronto crews using that route.
Regarding this location, the steepest grade on the Galt Sub was east east of here a spot they used to call “Angel’s rest”.
One trip I was on the head end of a westbound we were running against the current of traffic (on the south track) and we stalled with the middle of 3 units right on the crossing. We were getting continuous wheelslip and I baled off at the hogger’s request to see if I could see any probelsm. The second unit was a GM “B’ unit and over one axle, there was a steady drip of oil from the carbody above right onto the wheel. I forget what we did, but we were able to lift the train and get up the rest of the hill. I had a bit of an audience on the south side as I made my “inspection”.The old girl
( the B unit) managed to make it to Quebec Street without shutting down.
So far as I know, no photographers recorded our minor fiasco, despite the photogenic location….lol.