Caption: Another shot from the best seat on the train: riding in the back of GO Transit cab car 201 on late morning train #252 (Georgetown line, Bramalea-Union), we've just rattled over the crossover switch between CN's Weston Sub mainline tracks and over the steel girder bridge span over busy Queen Street West at CN Parkdale, click-clacking down the stick rail on the home stretch to Toronto Union Station downtown. We're on the south mainline track, with the north mainline visible to the right, along with the start of the CN Newmarket Sub (GO Barrie-line trains) branching off at the switch by the sign. The "last minute" crossover track here let Barrie-line GO trains use the south track of the Weston Sub to/from Parkdale.

On the left are CP's two Galt Sub mainline tracks (GO Milton line), that at the time were completely separate all the way to West Toronto and weren't connected with the Weston Sub at all. This location has the mileboard for "CP Dundas" (after Dundas Street, further north at Mile 3.5 CP Galt Sub) however this location itself was still known as CP Parkdale in official timetables (Mile 2.3), but with nothing to really here of importance to note anymore. There was a really old wooden relic of a CP Parkdale sign that used to be around Lansdowne Ave in the distance, with a modern sign lazily nailed over it. Hopefully it went to a good home when Metrolinx removed it.

How the mighty have fallen: this part of Toronto was once home to not one but two decent-sized railway stations (CN and CP Parkdale, both demolished), small and medium-sized yards and associated facilities for both railways (all removed), and lots of industrial sidings and spurs for local factories and industries around Parkdale and Liberty Village (all gone). Parkdale railway-wise in 2007 had been reduced to just an interlocking plant where the Newmarket Sub (Mile 2.4) split off from the Weston Sub (Mile 2.5), a far cry from the days of Stompin' Tom Conners hanging out on the platforms..

Around 2008, the (Metrolinx/CN) Parkdale interlocking was moved north closer to Lansdowne underpass to facilitate rebuilding the underpasses and Duffern Street, in order to eliminate the "Dufferin Jog" at Queen Street (continuing Dufferin Street below the rail bridges instead of its previous disjointed alignment). New modern signals went in replacing the old ones, some track realignments took place around this time with the unused spans to keep rail traffic flowing as the bridge spans were rebuilt or reconditioned, and several new spans added. More recent track diagrams now show Metrolinx has a total of 8 bridge spans here: 4 for active mainline tracks (x1 Galt Sub, x3 Weston Sub) as well as 4 extra spans for future track additions as-needed (x2 for future planned extensions of the Newmarket Sub, x2 for adding extra Weston or Galt Sub mainline tracks back).