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Nice catch Steve.
I once shot 255 working here with two GE’s back in 2013. That was the first time I’ve ever shot 6-axle units on the Canwell Building Materials siding.
This location is referred to as “Dumfries” rather than Orrs Lake. There was a siding east of this location by that name. This spur used to get cars of lumber to be pressure treated, then shipped out by truck. I have lifted & set off cars there when working the “London Pickup in 2001-2002 .We used 6 axle power on that job often back then.
thanks Ronald, I don’t think it’s in the timetable anymore though.
I would have thought the Ham turn handled the 4 axle territory and the Pickup the six axle territory. Was there any other rhyme or reason other than customers for both trains back in the day?
My understanding is the “Ham Turn” primarily connected Toyota traffic to/from Buffalo and “Pickup” Toyota traffic to London plus sopping up any other online work as needed. (IE: Pickup did Guelph Jct after the Stone Train was abolished)
It wasn’t in the timetable when I started in 1973, but the old guys talked about it & you could see the spot where it was because of the flat grading parallel to the main track.
The only restricted 4 axle track on the Galt Sub (when I retired at least) was the pit at Ayr. Other than that, either job could handle local work as directed. In the case of the Ham turn, if they brought a ‘short’ from Hamilton, they would peddle it. Aside from that either could be told to lift empties or move a load from Galt to Dumfies for example. With the new yard at Wolverton that work is likely done by local jobs now. At Guelph Jct, the work done by the “stone Train” was unrelated to whatever the Galt Sub ‘pickups” do. The only change the stone train’s demise made involves lifting eastward traffic from Guelph Jct.& perhaps setting off Guelph bound traffic out of Lambton or Toronto Yard. Both of those activities might be handled by mainline trains now.