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What a great shot.
It’s unreal how grown in this spot is now. the Foreground track is also gone.
This should show the train about to take the “New Gages Spur” which follows a Dofasco track around the loop (Dofasco on other side of fence – all still there today), then the train seems to have taken the N&NW until the tail end was at Ottawa St, then reversed down the ore train lead into Dofasco. This must have been quite the sight!
Very nice Dave. CN 79204 was one of the minority of Hawker Siddely built vans making this photo even more interesting.
Oh thanks, I did not realize the van was made by Hawker Siddley.
It was lots of fun backing the ore train out of the “bayfront” van first towards the Grimbsy Sub, especially when you had to stop for switches lined against you!!
I’ve now confused myself because I believe the ore train lead is on the “east” side of the Dofasco wye and this sequence shows the train reversing into the west leg of the wye.
Was the ore train lead built later? Phil did you ever pull a train clear of Parkdale Ave and reverse west caboose first? I thought that’s how these trains eventually went to Dofasco.
From Lance Brown TH&B Society member/archivist:
“This convoluted move only occurred for a few months as the ore train service commenced before the “Ore Train Lead” was completed which necessitated the Ore Train to back into the Dofasco Bayfront from Ottawa St. as opposed to pull in from Kenilworth Ave. The Ore Train Lead is the east Leg of the Lysaught Lead wye adjacent the Dofasco Parking Lot, adjacent to Union Drawn Steel. Once the Ore Train Lead was completed in June 1968, the Ore Train pulled into the Dofasco Bayfront and the routing in Dave’s photo ended.”
Well, that explains the operation. Glad I was able to catch it in the preliminary stages wherethe routine was the most interesting for ferroequinologists.
Hey guys, I worked the ore train many times as either a conductor and then as an engineer.(Remember once a train enters the Grimbsy Sub on the “hot track” it changes direction from West to East) Standard practice was for the train to enter towards Parkdale Yard by either a single switch at the West end of the yard lead or by a set of long gone crossovers just west of Kenilworth St. The train would then sit on the West leg of the wye for sometimes hours until we got the ok from the “Bayfront”.
When the train got the go ahead we gingerly made our way through the maze of switches used by both CP and Dafasco to get to the “Bayfront”. The van was cut off just before the switch that the empties were on and the train then pulled into a clear track, it was split in two sections because there was a roadway dividing the tracks. The power was moved on top of the empties and then backed on to the remaining portion and then backed on to the caboose. A full brake test was done and the train shoved back through the maze of switches (some already against the movement) so one had to be able to stop before running through switches. The train shoved to the fouling point of the East end of the wye at Parkdale Yard and had to contact the yardmaster at Hamilton Yard to see if we could enter the north track of the Grimbsy Sub. Once permission was granted we backed, we backed the train clear of Parkdale Ave, relined the switch and headed west into Hamilton towards our date with the North end crews at Jane St.