Wednesday, May 24, 2017

Perfect afternoon in Wyoming

My family recently made a quick trip to Southwestern Ontario to attend two family gatherings. It was a hectic weekend, which was not made any better when bookended it with an eight-hour car ride each way. I did manage to get some quiet time in Wyoming, along the CN Strathroy Subdivision on the Saturday. It was a perfectly sunny afternoon, with the temperature reaching 20C. I sat at the Wyoming Via Rail station, hoping to catch a freight train. After about 40 minutes of waiting, my limited window was waning, as I had to head back to my Dad's house in Petrolia and get ready for a family reunion in Thamesville, near Chatham. While waiting for a train, I snapped a quick photo of the CN Wyoming sign, which is right at the end of the Via Rail platform. You can see the old ramp used to load rail cars off to the right.

This platform, which is in remarkably good condition considering it hasn't been used in some time, feeds a disconnected siding* running behind the Via station. This track used to feed the Wanstead Farmers Co-operative elevators just west of the station (see photos below). It's a bit of an anomaly. The rails are still in place and you need to cross the tracks to get to the Via Rail station. But it's obvious that the line hasn't been used in a long time. You'd have thought CN would have pulled this old trackage long ago, as it still crosses Wyoming's main street.

The train finally did emerge from the east, right around when I was ready to pack it in. I figured something might happen since the signal you see in the photo was mostly blinking yellow as I sat at the station and switched to straight red. I hoped that meant something might be coming from the east. I'm glad I waited.

The only let down was the fact that I was on the shadow side of the train, although beggars can't be choosers, since all other vantage points on the other side of the tracks were private property, so I had to make do with my spot as it was. What a surprise as the train came into view. I was expecting the usual two units leading the train, but there were a few more. In fact, there were five. I can't recall the last time I saw five units up front on a train. I figured there were a few units being taken somewhere, possibly for maintenance or possibly for assignments further west.

I was happy with this shot, especially after colour corrections. You can't really see it, but the old CN trackage is buried in the grass. It starts in the bottom right corner of the shot and makes its way on an angle to the main line.

The train was flying through town, so I tried to get a few different shots that incorporated different elements of Wyoming. In this shot below, you can see the town's water tower and the tiny Via Rail station.

And in this shot, you can see the five units crossing Broadway Street, Wyoming's main street. You can also see the CN communications tower and my Mazda 5, making its first cameo on the blog.

There were a few cool pieces of rolling stock on this mixed freight, like this unit strapped to a TTX flat car.

And here's another oldie, a RailBox boxcar in its original scheme, not the repatched TTX scheme. Following it is another flatcar with unknown contents beneath a black tarp. I'm so glad I caught a mixed freight instead of a container train.

I tried to incorporate the Wanstead Farmer's Co-op in a shot, so I framed the end of the train with the elevators. You can also see Wyoming's Home Hardware on Broadway.

So, that was my meet with a rumbling westbound CN freight on its way to Sarnia Yard and beyond. I was pretty happy to be able to spend some time in Wyoming and catch a freight rolling through town. I've had this spot on my wish list for years, so I can now cross it off. Mission accomplished.

* - A reader pointed out that the disconnected trackage running behind the Via station was not a siding, but a spur. I always assumed that a spur was a track branching off a main line that leads to a dead end. I assumed a siding was a track branching off a main line that reconnects to the main line at the other end. And, yes, I do understand what the purpose of a siding is, which the track in Wyoming likely was not intended for (it was for local service). So, I'm open to being corrected, but this Wyoming siding branched off near the Co-op, in the photo above, and reconnected to the main line further east, beyond the station. Hence, I called it a siding. Please let me know if I'm off base.

Wednesday, May 17, 2017

Something old, something new, something borrowed and all that

It's been a hectic week for me, as my family travelled to Southwestern Ontario for a quick trip to see family and attend a few family functions over the Mother's Day weekend. I made sure to try and fit some trains into the weekend. I got mixed results, but I thought I'd share a few shots from the weekend as well as a few other recent items of interest.

So, here's the new. Via P42 906 brings a Toronto-bound corridor consist into Fallowfield Station a few days before our trip.

The train was a mixed lot, with a refurbed Business Class car, this Canada 150 coach and two older painted coaches. This is probably the first time in a while that I've actively sought out Via Rail trains with any regularity. It's a great time to live near a Via Rail station.

Okay, something old. I managed to find the remnants of the CN Petrolia Spur, which is still slightly visible near the intersection of LaSalle Line and Tank Street, right on the edge of Petrolia. I recently read a local book, The Petrolia Spur, by local author Tom Walter.

The book details the fascinating history of the railway line, stretching back to its earliest days when it was financed by the town's business interests when the Great Western Railway didn't think it was worthwhile to build a rail line to the oil fields. In a few years, the line paid for itself.

Amazingly, the spur remained in place until 1997, even though it was rarely used in its later years. The last CN train delivered some pipe before the railway pulled up the track shortly afterward. Trying to find the remnants of the line in the town is tough but the right-of-way is more visible from LaSalle.

Here's the old railway line in the evening. I really wanted to explore, but I was a little scared of the mosquitoes in the shade!

Petrolia is a town very proud of its history. This mural was recently added to the back of the old train station (now library). This is one of the pictures that is in the Petrolia Spur book. Those looking to buy this book need to go to Petrolia and speak to Tom. I sourced my copy through my Dad, who lives there.

Read about Petrolia's historic train station here or the old Canada Southern Railway branch, which also served the town.

Okay, something borrowed. Ottawa train watcher, Keith B. kindly shared this shot of a CN freight crossing Ramsayville Road. Keith has encouraged me to check out the rail action in the east end of the city, which I intend to do this summer. Note the two locomotive lash-up. That's something you don't see west of Walkley Yard.

Keith has an interesting collection of rail images at Ottawa & Area Railways on Pinterest, which is worth checking out, if you are on Pinterest.

Okay, one last image, which was from a meet I had with a westbound freight train in Wyoming. I will save that for another post.

I really like how the heat lines worked in this shot. All in all, it's been an interest week.

Tuesday, May 9, 2017

The history of Walkley Yard

This post is the third in a rail history series I intend to extend through 2017 as we celebrate Canada's 150th birthday. Click the links to read the first and second rail history posts.

Here's an anniversary to consider this year. Sixty-two years ago, Walkley Yard was constructed,  a significant component to the changing face of Ottawa. The impact of this rail yard is not to be underestimated. Even though it's a shadow of what it once was, the rail yard played a key role in the transformation of the Ottawa that we now take for granted.

Walkley Yard today, as seen from the Bank Street overpass. The rail yard is quieter than it once was, but it still sees activity most mornings. This shot shows from maintenance of way happening earlier in April.

Let's take a brief tour of the yard today, to give you an idea of what can be found in the yard now.

While most people in the city likely don't pay this yard any mind, there was a time when it was big news. That was because by the early 1950s, politicians of all stripes were finally ready to remake the face of Ottawa, which at the time was an anomaly of a capital city. Within much of the city's older sections, rails were extremely prominent along with heavy industry. Many photos of Ottawa from the late 1940s and early 1950s illustrate this. Many felt that a capital city should not look like Ottawa did in the 1950s.

Of course, today, much of this heavy industrial imprint is long gone, but in the late 1940s and early 1950s, it was still very much scattered through old Ottawa. Politicians were finally able to agree that something had to be done. It's important to note that plans to remove rail and heavy industry from the core of Ottawa began to gain traction in the early 1900s. However, two world wars and numerous changes in government ensured that any plan to remake the city was shelved. That changed with the government of William Lyon Mackenzie King.

The end result was the 1950 Greber Plan, which called for several radical changes to Ottawa, including the relocation of rails and heavy industry from central Ottawa. The most important element of the report for our purposes was the section calling for the relocation of rails and industry from central Ottawa, which was done.

Amazingly, this is where the Queensway now splits the Ottawa neighbourhoods of Centretown and the Glebe. This is CN's old Bank Street Yard on the former CN Renfrew Subdivision in 1948. Canada Science and Technology Museum image.

Walkley Yard began life as a necessary evil. When it was clear that politicians were finally going to plow ahead with some key elements of the Greber Plan to build an expressway through the city, the Canadian National’s Renfrew Subdivision was the ideal choice. It was an 80-foot wide right-of-way through the heart of the city, but it was already beginning to see diminished traffic. The predecessor to the National Capital Commission bought the land from CN and began acquiring additional properties to expand the right-of-way’s width to 180 feet in order to accommodate the highway.

This all took place quickly. The Greber Plan to remake Ottawa was unveiled in 1950. CN operated its final trains on the old Renfrew Subdivision in 1952 and the old right of way through Ottawa was lifted in 1953.

Before the Greber Plan began to take effect, CN had several rail yards in the core of the city, including its Bank and Elgin Street yard, which stretched from Bank Street all the way to the Rideau Canal (see above image). CN also had a rail yard along the Rideau Canal, which served the old Union Station in downtown Ottawa, and an engine roundhouse on Mann Avenue.

This undated photo from the Canada Science and Technology Museum archives only states that this is one of the earliest shots of the Walkley Yard. The heavyweight coaches, early SW switchers and numerous wooden cabooses give you an idea of the era. Note the absence of any development around the rail yard, which was then on the fringes of Ottawa.

With the rationalization of railway lines throughout Ottawa, there was a need to centralize this function and so Walkley Yard was created in a rural area south of the city.

An interesting fact about Walkley Yard. The yard is not all that close to the road for which it is named. When the yard was built, there was no development between Walkley Road and the yard, but over the last half century plus, development has surrounded the yard on all sides. A railfan coming to Ottawa for the first time would be hard pressed to find it, since it is not all that accessible, except via the end of Albion Road and via Conroy Road on its eastern fringe. Housing development surrounds the yard on its north and south sides.

A UP hopper car sits on the Rideau Bulk transloading spur in Walkley Yard. Note the proximity of housing on the yard's south side.

Another interesting fact about Walkley Yard. This is one of the few yards in Canada that can lay claim to serving four railways over its lifespan. Obviously, the yard was built by CN, although its rival Canadian Pacific did not choose to locate its operations there until 1967, when it abandoned its Ottawa West railyard at what is now known as Bayview. CN and CP shared the yard, with CN using the south tracks and CP using the north tracks. This was a year after CP and CN also left Union Station in downtown Ottawa and began to route their passenger trains through the new Central Station on Tremblay Road, just east of the downtown.

An early shot of CP's operations at Walkley Yard in 1971. Note the old maroon and red scheme on the Alco switchers. This is the north side of Walkley Yard. Canada Science and Technology Museum image.

These two railways used Walkley Yard until 1997 when CP discontinued operations in the region as its last customers across the river in Hull dried up and the Ellwood/Prescott Subdivision was discontinued. A year later, CN sold off its railway operations in Ottawa and the Ottawa Valley to the Ottawa Central Railway, which operated between Pembroke and Coteau, along the Beachburg Subdivision and the Alexandria Subdivision.

Two old OCR warhorses at Walkley Yard. Photo print courtesy of Eric Gagnon of Trackside Treasure, although Eric was quick to point out he didn't actually take the shot. Maybe it's better to say it's from the Eric Gagnon collection?

CN reacquired the OCR and resumed operations in the region in 2008, albeit on a much smaller system.

Summer 2015 shot of Walkley Yard with cars set out for a run to Ivaco Steel in L'Orignal

The fourth railway to use Walkley Yard is the Capital Railway, otherwise known as OC Transpo’s O-Train. This yard has been used by the Capital Railway since commuter service was launched on CR’s Ellwood Subdivision in 2001. That line is publicly known as the Trillium Line. In addition to storing its Alstom diesel trainsets at Walkley overnight, CR also uses this yard as a maintenance facility.

The old and the new: The Capital Railway's new Alstom trainset sits next to an older Bombardier Talent trainset in the summer of 2013.

What's next for the yard? Well, its northern half is largely empty and the activity here is pretty sparse. It's a sad site for a railfan, but the yard has played a major role in Ottawa's railway history. For years, it hosted transcontinental freights from the Beachburg and Alexandria Subs, when they comprised part of CN's former northern transcontinental main line.

A triple header freight rests at Walkley Yard in 1972. Canada Science and Technology Museum image.

Given how CN has downsized its operations in Eastern Ontario, including the scrapping of the Beachburg Sub from Pembroke to Nepean Junction, it's likely that Walkley Yard will never again play a role as important as its role in decades past. Still, it's an important piece of Ottawa's railway history. That's something to celebrate.

Postscript: There was a conversation recently on the Eastern Ontario Rails Facebook group about the extension of Albion Road, which lines the south side of Walkley Yard. There have been questions about whether this road is in fact fair game for railfans or private property. The access road serves Rideau Bulk facilities, but signs do remind people that the yard is private property. I have used this access road in the past but am now of the opinion that this road is a private road. I no longer use it and would remind any local railfan to steer clear. Railways are very serious about security and it's not worth the trouble. Besides, there is so little happening here, it's more worthwhile to focus on more active operations.

Tuesday, May 2, 2017

Thank you for four years

Two hundred and seven posts later, I have reached four years with this blog. Rather than spend too much time on a victory lap, I wanted to share a few words of thanks to everyone who has happened to stop by the Beachburg Sub.

Let's be honest. Without any readers, how long can a blog last? I don't know if I would have stayed with the Beachburg Sub as long as I have if not for everyone who reads, comments and shares material with me.

This has been the biggest surprise for me. Not only are my readers as passionate as I am, they are also quite generous with their time and resources. I can't tell you how much I appreciate everyone who has contributed guest posts, shared links, sent me photos and relayed information about operations both here in Ottawa and elsewhere.

I have had a lifelong passion for railways. The industry is in my blood. I am also a fierce advocate of railways, especially here in Ottawa. I'd like to think that we have done our little bit to bring about a small revival of railway fortunes here in Ottawa. After all, we now have a solid rail future for the Prince of Wales Bridge, we are on the cusp of the Confederation Line's grand opening, the Canada Museum of Science and Technology is expanding its railway pavilion (Well done, Bytown Railway Society!) and we might possibly see the Hull-Chelsea-Wakefield Steam Train operate again. And it appears we have a solid lead on the Arnprior Local!

Things couldn't be better, at least for now.

In all seriousness, thanks to everyone for following along and indulging me.

More to come.


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