Throwback Thursday 29 Bayview Memories by Keith

A while back I had a Throwback Thursday about the changes over the years at CN's Bayview Jct, in Hamilton ON. Turns out I 'scooped' my dad who was coincidentally writing a similar article at the same time. So today is part II of our Bayview documentary, written by my dad Keith. 

'Til next time,

Cheers,

Peter.

Bayview Flashback

On a clear mid spring evening freshly painted Canadian Pacific SD40's 5541 and 5514 are about to duck under the Royal Botanical Garden's Laking Gardens pedestrian bridge as they pass through Bayview Jct. and lead the ‘Starlite’ mixed freight towards Burlington, Ontario. The named freight is a carryover from the days of the Toronto, Hamilton and Buffalo Railway, by this date a fallen flag having been fully absorbed by co-parent CP two years previously. Decades-old trackage rights permitted the competitor movement along Canadian National's historic Oakville Subdivision. However, nothing lasts forever and CP's trackage rights would expire approximately twenty years hence.

The right of way that the train is traversing was originally that of the Great Western Railway and dates from the mid 1800’s. In the distant background directly above the lead locomotive is the Desjardins Canal, sadly the scene of one of Canada’s first passenger train tragedies. On the evening of March 12^th 1857, as a Great Western passenger train approached the canal  swing bridge, a broken axle on the locomotive caused the consist to plummet some six stories to the frozen waters below. Some fifty nine souls were lost in the calamity, including renowned railway contractor and banker Samuel Zimmerman. A fixed replacement rail bridge replaced the destroyed movable span, preventing the passage of ocean-going schooners through the canal. In time, a consequence of that decision would be the reversal of Dundas’ industrial prominence over Hamilton in the Great Lakes shipping trade. The four-posted highway bridge in the background, known locally as the High Level bridge, was constructed in 1932 by the city of Hamilton as part of a western entrance beautification/depression era unemployment relief program.

In order to accommodate the extra mainline track the width of the supporting berm was increased and then stabilized with a series of piles along the base of the embankment at the water line. Note that the cantilevered signal mast near the cross-overs has been removed in the interim.

While the overall harbor view remains relatively unchanged decades on, the area's railway infrastructure has been substantially enhanced. In 2006 a third main track, extending westward to the junction was added to the harbor side of the existing double track right of way. Currently, in conjunction with expanded GO Train service to Hamilton and beyond, the third main is being extended further westward. Ongoing activity at the moment is focused upon an addition to the bridge structure spanning the historic Desjardins Canal.

As for the locomotives in the lead photo, CP SD40 5514 was built by GMD London in 1966. The unit was upgraded to SD40-2 specifications and equipped with Q-Tron electronics (to enhance tractive effort) prior to sale to the Dakota, Minnesota and Eastern Railroad, becoming DME 6081. The new owner would subsequently upgrade the venerable unit to -3 electronics. In something of an ironic twist, CP would re-acquire the survivor, included in its acquisition of the regional road. Likewise, CP 5541 was also built at the London facility, in 1967. Similarly upgraded to SD40-2 specifications the unit’s fate would be far less auspicious; retired in 2001 and subsequently sold for scrap in 2005.

- Keith.

Mission accomplished. To further stabilize the man made addition, the geographical feature was immediately hydro-seeded. Note the substantial pile structure along the water line. Note also the natural grown in appearance of the vegetation shown in the photo below. Over time, the view (possible photo angles) on one side of the junction has improved, while the other (west side) view has been obliterated all together by the vegetation.

 

Note the start of some low-level vegetation on the hillside at left - how long until those trees obscure the view again?

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Throwback Thursday 9 Passenger Action at Bayview in February 1977

Competitors meet at Bayview on a cold Winter's day in February 1977. Uncredited Kodachrome, author's collection.

Today’s Throwback Thursday takes us back to the winter of 1977, on a cold but sunny day in February of that year. Here we find an interesting scene with a combination of passenger trains from both CN and CP. Westbound CP #181 is heading through the plant (away from photographer, note rear marker lights illuminated) while an eastbound CN Tempo consist holds on the Dundas sub until the CP train clears. We can probably assume that the CP train was delayed for some reason, after all this is CN’s track and they probably wouldn’t intentionally delay one of their own trains to allow a competitor to have priority. Whatever the reason, the result is nonetheless worthy of further consideration.

The equipment on the two trains presents an interesting contrast in Canadian passenger operations – one attempting to economize and shrink passenger train size, and another an attempt to modernize and improve the passenger experience. When the photo was taken, VIA had been formally in existence for about a month, but it would be more than a year (October 29, 1978) that it would officially take over CN and CP passenger operations. Thus, the two trains are still operated at this date by their respective owners and not yet by the crown corporation.

The CP train is the last vestige of the old Toronto-Buffalo connection by way of Hamilton/Fort Erie (over CP/TH&B), a service initiated in 1894 and terminated when the last #181 to Buffalo was run on April 25, 1981. Gone are the days of the torpedo-tube TH&B GP9’s hauling steam-heated passenger cars (with overnight Toronto sleeper connections), and by this date, the train has been reduced to a two-car RDC consist; at least it is sporting the attractive ‘hockey mask’ paint scheme. The trailing RDC (or “Dayliner” to Canadians) is somewhat of an odd duck, being an RDC-4, a baggage-only model with no passenger seating (73’ long, 12’ shorter than other RDC models). The fact that the train only has one car for actually seating passengers probably speaks to its' popularity by this date. The unit was built by Budd in 1955, and subsequently sold to VIA in September 1978. Evidently not fitting into VIA’s operational plans, the unit was sent to CN’s Pointe Ste. Charles shops in Montreal and subsequently stripped of useful parts to keep other RDC’s going. The remains were scrapped at Dominion Metals & Refining Works at St. Constant, Quebec in 1985.

Though we can’t make out the number of the CN Tempo RS18, it was nonetheless representative of a concerted effort to modernize and improve CN’s passenger operations along the Toronto-Windsor corridor. Rebuilt from a standard RS18 in 1967 with a new-for-the-time HEP system, the six converted RS18’s powered Tempo operated with cars from a group of 25 purpose-built aluminum coaches built by Hawker-Siddely in Thunder Bay, ON. CN 3150-3155 (MRE-18g) featured 92 MPH gearing, a unique paint scheme, and a 575-volt HEP system. The coaches featured outboard disk brakes, electric doors, microwaves, and improved snack service. Delivery of the LRC equipment in the mid-1980’s ultimately rendered the Tempo trains obsolete, with the locomotives and cars being retired by 1983/1986 respectively; their unorthodox 575-volt HEP system didn’t jive with the new Amtrak/VIA standard of 480 volts, greatly limiting the equipments’ usefulness in combination with other car types. Interestingly though, like a cat with nine lives, several of the coaches were subsequently resold to the Rio Grande for use on their Colorado Ski Train operation; the cars were then re-sold some of the cars to the CN/ACR Agawa Canyon tourist train operation, returning the cars to Ontario, albeit much farther north than they were initially accustomed to! Approaching their 47^th birthday, it is indeed remarkable that these cars – especially given their aluminum construction – are still polishing the rails!

‘Til next time,

Cheers,

Peter.

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Back to It Throwback Thursday 27 CP at Bayview Junction in May 2006

Seven-month old CP ES44AC #8734 leads #249 east on the CN Oakville Sub at Bayview Jct on May 28, 2006. Bill McArthur photo, author's collection.

Good Evening All,

Like a lot of modelers, other hobbies and pastimes have displaced some of my ‘train room time’ over the summer, but now that the fall is upon us with the short days and cold weather probably not far off, its back to indoor activities for me, which includes updating this blog on a more regular basis.

Anyway, that brings me to tonight’s Throwback Thursday – back to 2006. The image is not as old as the others that I’ve discussed in other TT’s, but it is ten years ago (!). Who’d have thought it was already ten years since Gevo’s were the latest thing on the motive power scene, Bayview had only two tracks, and “Tier 4” was a phrase no one cared about at the time. Well, funny how time flies, eh?

Here we see a Bill McArthur photo of CP #249 heading east on CN’s Oakville sub at Bayview, using decades-old trackage rights to get to Canpa, near Mimico, and back to home rails instead of climbing the steep grade up to Guelph Jct. The train is passing the work zone that is adding a third track for expanded GO Transit service to Hamilton. This meant widening the fill next to Sunfish pond, and more importantly for railfans, removal of trees that obstructed the photo angles from the Laking Gardens bridge (I’m sure to the chagrin of a lot of environmentalists).

Ten years later, it’s funny how history repeats itself – current GO Transit expansion to West Harbour station in Hamilton has again meant installation of a third track from Bayview to Bay street in Hamilton (previous third track terminated at Bayview). The current phase has the extra complexity of bridging the Desjardins canal, a feat that is nearing completion. Expanded GO service to West Harbour in the future, along with GO’s new layover yard at McNeally road in Winona will be sure to add even more trains to the already-busy Bayview area (granted, they are “window trains”). Unfortunately though, CP trains no longer use CN’s Oakville sub after trackage rights expired in 2008. The Gevo’s now aren’t the latest thing on the motive power scene, replaced by Tier-4 units (on CN, at least), and in another ten years will probably just as dull as they are now. But at least they were interesting when they were new…

'Til next time,

Cheers,

Peter.

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