July 15, 1994
Since moving into our new home
about a year and a half ago, I have regularly watched and sporadically
photographed the GO trains on GO Transit’s Milton Line (CP Rail’s Galt
Subdivision) near Erindale Station. While not situated too close to the tracks,
I can see the trains and station from my back yard.
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| Milton GO Train schedule effective from April 26 1994 |
On the last day of my July
vacation, I managed to talk Kie into accompanying me on a series of short rides
between Milton and Union Station that I had worked out from the schedule. A day
pass for unlimited travel from Union Station to Milton is a bargain at $12.10 per person. Two
round trips can be accomplished on the afternoon/evening trains alone.
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| Ticket to ride...but only on the date shown |
Our journey started at Erindale
Station on Train 164 which pulled out exactly on time at 16:08. Twenty-nine
minutes later at 16:37 we were on the platform in Union Station, slightly ahead
of the schedule’s indicated 16:40 arrival time. This allowed us to make a very
brief pause in the station concourse to pick up a snack and newspaper as we
circled around from GO’s boarding area through to Via Rail’s boarding area to
catch the next westbound train, GO 159 slated for a 16:50 departure. The Milton
GO Trains board passengers at Via Rail’s gate 13.
We rode GO 159 as far as
Meadowvale. My plan was to wait at Meadowvale for train 161 which was following
twenty minutes behind. The short wait gave me a chance to choose the best
possible photo location on the platform.
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| Westbound GO Train 161 arriving
on the north track at the Meadowvale station. Only the north track has a platform
for passengers. GO Trains on the “Milton Line” operate push-pull; eastbound
morning trains are hauled by the locomotive whereas the westbound evening
trains are pushed. Kie is the person sitting on the bench.
|
At 17:52 we boarded train 161 for
the quick downhill dash between Meadowvale and Milton. We rode in the first car
and I watched the track from the doorway window. The train’s consist was being
pushed from the rear by an F59PH. The profile of CP Rail’s double track
mainline is almost identical to the profile of the nearby Highway 401 stretch
between Erin Mills Parkway
and James Snow Parkway
interchanges; not surprising since the rail and road routes are almost parallel
to each other.
The Milton GO Station is
literally in the middle of nowhere and quite a way out of the town. This of
course may change in the years ahead as city sprawl and housing development
catches up. While I took photographs of the head end of terminated Train 161,
the CP Rail crew was preparing the parked equipment for a return run as Train
166.
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| Westbound Go Train 161, stopped at Milton, has
completed its run. The engineer already left the control cab of car 203 and the
crew is preparing the consist to return to Union Station as GO Train 166
|
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| F59PH-2 numbered 545 will be
pulling Go Train 166 eastbound to Union Station, making all regular stops. Just
after this scene was recorded, I boarded the train and was then invited to ride
in the cab of 545 to Erindale. |
After capturing a couple of
frames on film, Kie and I walked the platform to the opposite end. I also
wanted a shot of the F59PH-2. Unit 545 would be pulling Train 166 to Union
Station. A few moments later we boarded the train. As soon as we were seated, I
noticed a man on the platform motioning me to come over to the door.
“How far are you going?” he asked
“Erindale.” I replied.
“Do you want a ride up in the
cab?” he offered.
He was the engineer and I could
scarcely believe what I was hearing. For me, this was one of those rare
invitations of a lifetime. Momentarily returning to Kie, I informed her that I
was going to be riding in the engine for our return trip to Erindale. I
also wanted to assure her that I would exit the train there.
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| The north track in Milton as seen
from the cab of F59PH-2 numbered 545. The crew of Train 166 is ready, waiting
for 18:15, and the final authorization to depart. |
Upon entering the cab through a
pair of steel doors, I heard the conductor repeating back train orders to the
dispatcher over the radio. A few moments later at 18:15, Train 166 pulled out
of Milton on
the north track, slowly rounded the curve and approached a crossover just
beyond the curve. The signal aspects were displaying red, flashing yellow and
red from the top of the signal mast down.
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| Limited to stop |
“Limited to stop.” the conductor
called out.
“Limited to stop.” The engineer
called out also.
Both men read aloud their
interpretations of the signal indication displayed to verify they both had the
same understanding. Train 166 moved through the crossover from the north track
to the south track for the train’s uphill charge over the main line’s wave-like
profile. Train 166's consist quickly gained speed while proceeding to the next
signal, in spite of the previous signal having informed us that the next signal
would be instructing our train to stop. The crew knows well every detail of
their route. Looking up the miles of straight track ahead, I was unable to see
the aspects of the next signal.
In the distance I saw the
headlights of an approaching train. Westbound GO Train 163 was charging
downhill toward Milton
for its 18:22 arrival time. From far away it was impossible for me to determine
which track the approaching train was on. A lot of faith was being placed in
the information the signals had been telling us.
Train 166 slowed as the glowing
aspects of the signal mast came into view. All three lights were displaying
red. Our train was almost stopped when the top lamp flickered and changed from
red to green; thus giving us a clear track over which to continue.
“Clear.” The conductor called
out.
“Clear” the engineer confirmed.
When he pushed the throttle forward, the floor vibrated as all cylinders in the
engine behind the cab’s rear wall thundered. The F59PH-2 worked quickly to pull
the following string of bi-level cars uphill toward Meadowvale. Repeatedly
engine 545’s horn blasted for crossing just beyond the signal masts, yelling at
impatient drivers to stop. Finally cars yielded the right of way to 166.
Upon approaching the next signal
the conductor called out, “Limited to clear.”
“Limited to clear.” The engineer
called out in confirmation.
Train 166 slowed and crossed back over to the north track. The
station at Meadowvale does not have a platform on the south track. Our consist
passed a speaking detector which faithfully reported on the status of our
train’s wheel sets, “CP detector, mile twenty-five naught zero, Galt Sub, north
track, four naught zero axles, no alarm.” and then concluded with, “Detector
out”
“Is that reporting on our train?”
I questioned, just to confirm it was.
“Yes it is.” The engineer
replied.
The cab’s large digital
speedometer was displaying 40 miles per hour as the already slowing train
reached the west end of the platform. The engine was just clear of the east end
of the platform by the time the speedometer displayed zero; a perfect stop that
could only have been perfected through years of experience.
A few moments later and out of
Meadowvale, Train 166 rounded a curve and approached the small yard at
Streetsville Junction at 67 miles per hour. Streetsville Junction is the
location where the Orangeville Subdivision joins the Galt Subdivision. A pair
of SW units was switching cars on the adjacent north track and our train’s
lead, 545, sounded the bell as a warning to the crew of the opposing movement.
Less than a minute later Train
166 neared Tannery Road
in Streetsville. A little more than a month earlier, this road crossing of the
CPR tracks was the location of a tragic death. A young lady in her mid teens,
who had been waiting for a westbound train to pass, accidentally stepped into
the path of an eastbound container train traveling on the second track. The
unfortunate train crew was powerless to change the outcome but those men will
have to live with the consequences nonetheless. Today, no persons or vehicles
were waiting at the Tannery Road
crossing as eastbound 166 commenced slowing for the Streetsville station.
While leaving the station the
train gingerly approached the Mississauga
Road crossing through the banked sharp curve. Not
long ago at this crossing, a stopped car was rear-ended by another vehicle and
shoved into the passing freight train. Miraculously, nobody was killed nor the
train derailed in that incident. As soon as the crossing protection gates were
seen to be down and all road traffic stopped and waiting, the engineer nudged
the throttle a notch or two higher.
“Limited to limited.” Our
conductor called out.
“Limited to limited.” The
engineer confirmed upon approaching the next signal.
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| The Erindale GO station is just
around the curve. After passing the signal mast, Train 166 will cross over highway
403 on the bridge at the start of the curve. The unprotected crossing shown is
a location where I have photographed trains from trackside. |
A signal mast is located near the
north end of CP Rail’s bridge over Highway 403. Seeing one of my favourite
train watching/photo locations from the locomotive cab rather than trackside
was a treat. Today, to make the stop at Erindale, Train 166 would diverge and
enter the third track.
When the train was stopped I
exited the cab of GO’s unit 545 and descended to the ballast beside the right
of way. The engineer looked down from the cab to ensure that I was safely off
the train and out of the way. He gave me a thumbs-up and I gratefully returned
his signal. I waited for Train 166 to departed and watched as the green and
white consist disappeared around the curve en route to its destination at Toronto’s Union Station.
That was my first cab ride in the
head end of a CP Rail train traveling over mainline tracks. My initial
observation was how deceptive the feeling of a lack of speed could be from high
above the track. At times the train did not feel to be moving all that quickly,
but glances at the speedometer, which was visible to all in the cab, easily
confirmed that Train 166 was often traveling at more than 60 miles per hour and
a few times touched the maximum 75 miles per hour permitted over the GO Train
territory of CP Rail’s Galt Subdivision.
The men who pilot these trains
day after day are professionals and they take their work and responsibilities
very seriously. First-hand I have witnessed their work and practices. I am very
grateful for their kindness for allowing me this ride up front and brief
glimpse into their on-duty activities. When I ride the GO Trains on the “Milton
Line” (CP Rail’s Galt Subdivision) I have no doubt whatsoever that I shall
arrive safely at my destination.
Thank you head-end crew of Train
166. This was one of those few rare gifts of a lifetime and a wonderful
conclusion to my vacation. Again, thank you.
Written in 1994
The Oddblock Station Agent
