May video update

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Throwback Thursday 5 Grand River Railway 228 and Lake Erie Northern 337 at Galt in May 1959

GRR 228 and LE&N 337 make a move through the yard at Galt, ON in May 1959. Uncredited slide, author's collection.

The subject of today’s Throwback Thursday is one of the oldest images in my collection, dating back almost 66 years to 1959. Though me and all things electric generally don’t get along well, I do have a soft spot for the former Canadian Pacific Electric Lines that once ran out of Preston, ON (in modern-day Cambridge). That is, the old Grand River Railway and the Lake Erie & Northern Railway which combined to span between Port Dover and Waterloo by way of Simcoe, Brantford, Paris and Galt, which is where today’s image was taken.

We’re standing in Galt, ON on what appears to be a fine spring day in May 1959. Though we don’t know who the photographer is (uncredited slide), we can reasonably assume he was having a pretty good railfanning day when he snapped this frame. Looking southeast from a location near Samuelson Street & #8 highway, CPEL motors GRR 228 and LE&N 337 seem to be making a reverse move towards the camera, judging by the presence of the crew member on the rear platform of the 228. Both motors were 1921 home-builts, products of Preston Car and Coach. Interestingly, though the two railways were separate on paper, they operated as one subsequent to a consolidation in 1937 but maintained separate reporting marks and numbering schemes for equipment (even numbers for GRR equipment and odd for LE&N, except for LE&N 230, 232, and 234, which were secondhand acquisitions). These two motors served faithfully for their owner for forty years, until the end of electrified operations came on October 1, 1961. Replaced by a handful of SW8’s and SW1200RS’s, the two motors were sold in 1963 to the Iowa Terminal Railway and shipped to Mason City, IA. The two motors became ITR #81 and #82 (ex-LE&N 337 and GRR 228 respectively).   ITR 82 was never repainted or saw active service, and was scrapped in 1968; ITR 81 held on a bit longer, meeting the torch in 1973.

Aside from the CPEL motors in the shot, a number of other features in the background are also of interest. It would appear that CP was doing trackwork in the area at the time the photo was taken, judging by the MOW-service four-axle wooden passenger car behind the motors. Also giving credence to this theory are a pile of untreated ties and spare switch stands at lower right. The long-removed water tower used to supply the Orr’s Lake helper stationed here can also be seen in the background. Seems odd seeing a water tower next to catenary, doesn't it?

While these two motors that once served the electric lines have long since met their demise, the line that they are on (now known as the CP's Waterloo Subdivision) continues to be an important part of the Canadian Pacific system in Southern Ontario. A Toyota automobile assembly plant built in the mid 1980’s a few miles down the line near Hagey provides a substantial amount of high-value traffic to the rail line. Who would have thought when this photo was taken that instead of facing abandonment like most of the rest of the former CPEL, this line would not only survive but thrive?! Trilevels of Toyota Camry’s and Matrix’s are indeed a long way from the days of steeplecabs and interurban service.

Thanks for looking,

Cheers,

Peter.

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Throwback Thursday 12 Conrail Roundhouse at Mingo Jct Ohio in May 1977

A humid May 1977 morning finds an interesting variety of power laying over at the ex-Lehigh Valley roundhouse at Sayre, PA Mingo Junction OH. Don Laing photo, author's collection.

Edit April 19: Note: Location should be Mingo Jct OH, slide has incorrect location on mount.

It’s late, but at least its’ still Thursday! Today’s Throwback takes us 38 years to a hot May 1977 day at Mingo Junction, OH, on the banks of the Ohio River not far from the steelmaking communities of Pittsburgh, PA and Weirton, WV. Inside the roundhouse on this day we find Conrail GP9 #7256, one of more than 300 inherited from Penn Central, C636 #6788, C628 #6743, and SD45 #6104 (ex-Reading). Also among the congregation is CN M636 #2326, making this a three-builder photo (EMD, Alco, MLW). Mechanically the same as stablemate 6788, the CN unit must have felt at home here while on lease to the newly-formed Conrail. It’s just over a years since Big Blue (well, maybe not in this photo) assumed operations over a number of bankrupt roads in the northeast, primarily the Penn Central, so the lack of a cohesive paint scheme is understandable. The railroad had much bigger problems than deciding on a paint scheme, including – but not limited to – excess/duplicate track, inefficient operations, far too many derailments, and bad track, leftovers from years of running in the red under Penn Central management. Over time though, the railroad managed not only to survive but indeed thrive under talented management who carefully developed a very large X-pattern of operation, bringing cars from the Midwest to the northeast and cars from Chicago to southeastern roads. Track was either improved or abandoned (the amount of duplicate trackage at merger time was staggering), train speeds increased, and a sense of pride was instilled in the employees of the new road. A fascinating read on the subject is Rush Loving Jr’s book The Men Who Loved Trains (highly recommend, quite an interesting read). The Conrail that was split in 1999 was indeed very different than that of April 1, 1976. Conrail successor Norfolk Southern continues operations through Sayre, though much of the track laid by the LV has since been removed. 

As far as the motive power goes, it’s classic early Conrail – hastily renumbered and patched, and not all in the same paint scheme. While some geeps were rebuilt by Conrail into GP10’s, it is probable that old #7256 wasn’t one of them. Built in November 1959 as Pennsy 7256, it’s probably safe to say that the engine has since met the torch, like hundreds of other tired old engines from the merger roads. Mingo Junction was an Alco-lovers dream, as many of the Schenectady-built engines were collected here for use on coal and ore trains serving the northeast’s steel mills. Both 6788 and slightly older 6743 were inherited from Penn Central, though 6743 was in fact built as Pennsy 6305 in March 1965 (6788 was ex-PC 6338, built April 1968). Poor old 6743 survived only a year and a half after this photo, relegated to the Altoona deadlines by December 1978. Though I am a huge Alco fan, the ex-Reading SD45 might be the coolest unit in the bunch – the last of five SD45’s inherited by Conrail from Reading, the unit has a rather unique feature. Like the PRSL GP38’s, the Reading SD45’s featured built-out front cab windows, I believe for dual controls (or extra space for a crewmember if cabooses were eliminated). The engine was built in July 1967, and once deemed excess by Conrail, the engine was subsequently sold to the Chicago & Northwestern, who ultimately scrapped it in 1985. CN 2326, despite being the newest unit among the group, built in February 1971, didn’t fare much better – a wreck in December 1985 left the unit a write-off, and was subsequently removed from the CN roster.

It is interesting to note that the roundhouse doesn’t appear to have doors, but at least someone spent a few bucks to get some new ballast on some of the tracks. It always struck me as odd seeing diesels in a roundhouse – something anachronistic about not seeing steam engines in the stalls! 

‘Til Next time,

Cheers,

Peter.

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A post in May for me is rare

Well, I am just about done with school and coaching this year.  Only have 24 days left, but in all it's been quite busy the last few months.  I've been really trying to make time in the layout room but it has not happened lately.  I rewarded myself last Sunday with a trainshow over in the Shenandoah Valley.  I believe these small shows are the jewels of trainshows.  You can find a bunch of junk at them, but on the other hand, you can find some real bargains, if you look.  Talking down prices always seems to work also.  Last year at this show, I bought an Atlas Trainman RS32 that's now the yellow VC #106 for $30.  This year was no different.  Got a Proto 2000 SW900/1200 for $30, and 3 of the Micromark "Switch Tenders" for $24.  I've never tried the Switch Tenders but at that price, I had too.  These are under the table machines for turnouts.  They are brand new and sell for $16 each.

I also did some railfanning on the way back.  First stop was the Shenandoah Valley Railroad in nearby Staunton, VA.  Heard they had a Alco they were restoring and wanted to get some pics of their locomotives.  The SVRR is a small railroad paralleling I-81 and running north from Staunton.  It serves several industries along the way.  They are owned by Durbin and Greenbriar Valley RR, the same company that owns the tourist railroads in West Virginia.  I was in for a treat!

The SVRR #40 has been there work horse for years.  GP-9 I believe.

Believe this is there newest loco. Ex-KTR GP-9

The Alco I was looking for.  Lots of rebuilt stuff on this including trucks, fuel tanks, and pilots.  This RS-11 was Ex-Maine Central.

SVRR #8701 Whitcomb

the other end of #367

Closeup of the nose

Some sun on the #6512

Roster shot

The other side of the Alco

Cab view

Most shortlines have cabooses and the SVRR is no different.  This is an old faded blue "For Progress" C&O caboose.  

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Mid May Post

This year has been different for me in a few aspects.  For the last 16 years, I've coached track and my spring time modeling had been very non-existent.  I gave up coaching last year and I have seem to continue that non-modeling trend.  I'm sure a lot of people have been in the boat this time of year.  There are many excuses: nice weather, yard work and longer days.  I'm guilty of all them.  I also have 3 kids: 6, 8 &10 so they get a lot of my time also. So now you know why I have not been modeling much or posting on this blog!  But, don't fear, most of my modeling gets done in the next few months.  So stay tuned.  I've also want to get a video out.  Here are a few other things:

• My locomotive sold this past week.  Took long than I thought but still a great loco for the price.
• I sent off one of my NCE controllers to get wireless installed.  It should be here in a week or two.  Very excited to finally get a wireless controller for the layout.   
• I need to hookup the NCE antenna to the layout so I can have the wireless controller ready to use when it gets here.  This weekend seems to be low key, so maybe today?

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Throwback Thursday 3 CN 7025 Switching at Rymal in May 1993

CN 7025 has come north from Caledonia for some switching at Rymal near the end of the line - literally and figuratively - in 1993. Norm Conway photo, author's collection.

Today’s Throwback Thursday is a little close to home – in fact, only a couple of miles from my house. Here is a shot of CN GP9Rm #7025 (one of my favourite geeps) switching the Rymal Spur at Rymal in July 1993. In addition to a passing track at the co-op north of Rymal road (Highway 53 to Hamiltonians), two spurs south of the highway served a lumber dealer and Shaw Pipe. The local here is switching either of the latter industries, although it is probable that it is Shaw Pipe, based on the number of cars in the view. Shaw pipe applied specialized coatings to pipe and shipped a lot of out by rail, until rail service ended on the spur. In addition to the Stelco Steel train, the line at one time hosted a through local based out of Hamilton, commonly operating with a set of SW1200RS’s. Shaw had only a single spur with capacity for only a few cars at a time, so during large contracts switching was handled twice a day, by both the local as well as another operating north from Caledonia.

I say spur, although the track was once the Hagersville subdivision on CN (the original one, though the present day Hagersville sub starts at Brantford, not Hamilton). A few run-ins between trucks and the bridge over Stone Church Road  sounded the death knell for the line as a through route. It's steep mountain climb, risky street running, light traffic base and it's existence as essentially duplicate trackage finally conspired against it. The final time damaged the bridge to the point it was condemned, and placed on the track next to where the overpass stood, about a mile south of the Rymal station sign. From this point on, the line existed briefly as the Rymal  spur originating in Caledonia and served on an as-needed basis by a local likely stationed at Caledonia or Brantford. Which brings us to our subject photo – a rare one at that; the line was seldom photographed once the Hamilton-Nanticoke Stelco Steel train was routed via the Dundas sub to Brantford and from there down the new Hagersville sub to its’ lakeside destination. Alas, a few carloads a week to Shaw Pipe and the odd car to the lumberyard proved insufficient to maintain the spur and it was abandoned in 1993 and the rails taken up not long after. 

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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