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Canadian Pacific Railway

Lambton Yard


View of Lambton and West Toronto yards looking east towards Runnymede Rd. (taken from coal tower). Tracks on the right are part of the main portion of Lambton Yard, the farthest two being the westward and eastward main lines. Tracks in the middle lead to and from West Toronto Yard in the background and stretch west to Scarlett Road. Tracks on the left are called the Here Yard (#13 to #1) and Storage Yard (3 tracks) where the last two steam locomotives 3422 and 3632 which last worked out of Port McNicoll in April await movement to Angus Shops (Montreal) for scrapping. Building near the centre of picture located right at Runnymede subway (underpass) is the original 1913 yard office, a wooden structure replaced in 1976 by the present one. Note the many cabooses waiting for their crews. Also visible are reefers (refrigerator cars) with open ice hatches, empty hopper cars and various stored work equipment including two Jordan spreaders (bottom left near steam engine) and many types of freight equipment including box cars, tank cars, gondolas, flat cars etc. The lack of activity means the photo was likely taken on a Sunday. Note the single road diesel at the right. In the background are the Maple Leaf Mills grain silos. Church spires are visible to the right and an early high rise apartment. Summer 1960. R.L.Kennedy

Big Lead in foreground, Middle Lead, Here Yard (with van alley). Storage Yard to far left. Looking east.
New yardmaster's tower next to yard office. ENLARGE

Aerial view looking northwest. Dundas Street West in foreground at Runnymede Road running northward to
St. Clair Avenue West with roundhouse at the corner. Opposite side of St. Clair is Hume's truck yard.
Street to left is Castleton Avenue and just above St. Clair is a small truck garage for Thibodeau,
the truck operation of Algoma Central. Far right middle south of Galt Sub. main line is Star Transfer
the truck operation of Ontario Northland on Maria Street. (mah-rye-ah).

Opposite side of Runnymede a long row of automobiles parked along south side of Galt Sub.
main line are on a dead end (to west) street no longer having any houses. Raybould Street.

TTC streetcar loop with Runnymede route bus on street and Lambton bus in loop.
Lambton was a former Gray Coach route and still a separate fare.
Runnymede and Dundas was boundary between City of Toronto and York Township.

Southwest corner of Dundas and Runnymede is Regent gas station.
Southeast corner, Imperial Bank of Canada.
Northeast corner, a drug store.

Looking north. TTC loop northwest corner Dundas and Runnymede. City Limits.
Dundas PCC streetcar about to leave eastbound for City Hall in downtown.
Lambton route bus waiting to leave westbound. Former Gray Coach route
running to Lambton for a separate fare in York Township.
Runnymede Steel Construction in center Standard Iron and Steel to left.
Both had private sidings.

TTC Runnymede Loop

Looking to the West from the coal tower, summer 1960.
St Clair Avenue is just out of view to the right of the shop tracks.
Jane Street underpass is at the curve. R.L.Kennedy


Lambton Yard which got its name from the little village of Lambton Mills, was the main freight marshalling yard and included West Toronto Yard located in the "Junction", which in turn got its name from the railway junction of several lines. It stretched from the Diamond past Old Weston Road (overpass bridge), Keele Street, Runnymede Road, Jane Street and Scarlett Road, all subway underpasses, almost as far west as the Humber River.

Keele Street many more photos.

Newly built subway on Runnymede Road. (many more street scenes over the decades).
Looking north from Maria (Ma_rye_ah) Street. Yard office af left.
Note short stacks on roundhouse in the background.
Note also the horsedrawn buggy on the wrong side of the road!
Not much traffic to worry about back then. Subway is in York Township. City Limits to the right.
City of Toronto Archives/Collection of the West Toronto Junction Historical Society.

Jane Street subway looking north at Dundas Street West. September 6,1954
Toronto Public Library/James V. Salmon Collection

Scarlett Rd. subway looking north from Dundas Street West. West end of Lambton Yard.
1954 James V. Salmon/Toronto Public Librar

The CPR Lambton Yard has been a part of the community since before World War I along with its neighbouring West Toronto Yard which dates back more than a century. Together they were the main freight marshalling yards serving Toronto from their inception in 1884 until April 1964 when a new modern Hump Yard was opened in Agincourt, following which Lambton continued in use for local trains and certain other freight.

To understand the history of Lambton yard it is necessary to go back many years before it was actually built, back to the time when the Credit Valley Railway was being built in 1874. The yards and shops were in Parkdale. The CVR ran through (West Toronto) Junction, Lambton, Streetsville, Galt and Woodstock to St.Thomas which was a major centre for US railroads running between Niagara Falls and Detroit and beyond. Later the mainline was extended from Woodstock to London (1887) and Windsor (1890) becoming the mainline to the USA.

The Ontario & Quebec Railway built their mainline from Perth where it connected with another line from Montreal, through Tweed, Havelock, Peterborough, Agincourt, Leaside, North Toronto to Toronto Junction (West Toronto) completing it in 1884. The line down the Don was not built until 1892 providing a direct line down to Union Station; prior to this time they had to back their trains to and from the Junction.

By this time much was happening as the CVR was taken over by the O&Q. in November 1883 following which the O&Q was taken over by the CPR in 1884. The narrow gauge Toronto, Grey and Bruce Rly. was taken over by O&Q in August 1883 after having been standard gauged in December 1881. The TG&B ran from the Queen's Wharf through Parkdale, West Toronto, to Weston, Woodbridge, Bolton, Caledon, and Orangeville (1871) and beyond to Teeswater (1874), also Owen Sound (1873). Which meant the CPR was faced with the need to handle the traffic of these lines as well. It was this expansion that caused the CPR to relocate its main facilities from Parkdale to West Toronto.

Yardmaster's house & B&B Master's House

Map of Ontario Division 1884

Map of Toronto Terminals

The growing demand for service meant that the small freight yard in Parkdale was no longer adequate and the CPR in 1882 acquired 46 acres in West Toronto (west of Keele Street, north of Dundas Street) building a new yard and roundhouse there in 1890. A contract to build the brick roundhouse was originally let on April 14,1884 but construction was delayed due to a dispute with West Toronto over costs to build a subway (underpass) on Keele Street and over water supply and rates. The old shops at Parkdale were closed in 1890, and as the years passed West Toronto was expanded and then in the early part of the 20th century a new yard was built in Lambton along with a new roundhouse in 1912-13. Around the same time more shops were built in West Toronto including a locomotive erectinq shop (1913) attached to the roundhouse. West Toronto yard was expanded in 1917 to a capacity of 2200 cars. Lambton was also expanded slightly until it reached its final boundary just west of Scarlett Road. It has always been operated as one facility along with West Toronto Yard which still stretches to the Diamond (West Toronto) just east of Old Weston Road.

Growing traffic meant that Parkdale Yard was expanded east to Strachan Avenue to serve local industries and freight sheds. A small yard between Parkdale and West Toronto known as Hill Yard (located southeast of Bloor and Dundas Streets) also served local traffic. Leaside and North Toronto also had small yards. At one time major yards and shops were planned for Leaside (over 1000 acres) on the south side of the mainline opposite the Canadian Northern Railway's similar facilities but only a small yard on the same side as the CNR ever resulted.

Increased traffic and conjestion continued in the Terminal. This was particularly serious during World War II when trains were held out of the yard for many hours waiting room. It was exacerbated by the 1937 abandonment of the line between Lindsay and Orillia forcing all eastbound grain movements from Port Mc.Nicoll to be routed through Lambton. Road engines were left on the train along with their crews waiting to get in the yard. Trains were held waiting power and could not get out of the yard. A classic Catch-22 situation. Crews would sometimes take turns sleeping on the engine or in the van, often waiting many hours for the light to get into the yard. Once they were yarded it was quite likely they would soon be called right back out again, and "booking rest" was frowned upon as there was war going on. At least they were being paid!

Over the years many proposals for adding to the freight yards or relocating them were considered. A major yard to replace Lambton was to be built at Obico (west side of Kipling south of Dundas) next to the cut-off running down from the mainline to the CNR mainline at Canpa which the CPR used to get to Hamilton and Buffalo. It was also next to the mainline (former CVR) running to Galt, London and Windsor. The Great Depression of the 1930's stopped its construction and its absence during the heavy traffic flows of World War II seriously affected operations at the greatly over-taxed Lambton-West Toronto yards. Only a small storage yard was built at Obico but in later years a new facility for handling piggyback (intermodal) traffic was built there and still operates.

About 1949 blueprints were again drawn up for improving things when it was proposed to convert West Toronto into a hump yard. Again, this was cancelled and Lambton struggled on. Again and again new yards were talked about at such places as the Signet area north of Weston, and near Bolton etc. Finally by about 1960 the decision was made to go ahead with a major new yard to replace Lambton and West Toronto. This time it did proceed and in April of 1964 a modern Hump retarder yard and new shops were opened on 432 acres in North East Scarborough. Officially Toronto Yard it is often erroneously referred to as Agincourt Yard for its location. It did not eliminate Lambton, only downgrading it and other smaller yards, finally closing Parkdale. At its peak West Toronto and Lambton yards and shops employed thousands of men all of whom lived very close to their work. In fact, it was a requirement that train crews live within a one mile radius so they could be called for their trains by a call boy. Others lived close by simply for the convenience of getting to work quickly, often by walking. In addition, there was a very good business area in the Junction to serve their needs.

5375 backing down the middle lead passing Here Yard in background towards West Toronto Yard for a Hamilton train.
May 8, 1957 Glenn H. Davis/Bud Laws Collection

Extra 5368 West (bound for Aberdeen Yard in Hamilton) is in West Toronto Yard on the "hump" at Runnymede Rd. Lambton Yard Office is behind the photographer. Note two crew looking back likely for signal from carman doing
brake test. Note too a crew man sitting on bench as well as TV antennas on roofs of houses on Maria (Ma-rye-ah) Street.
August 31, 1957. James V. Salmon/Toronto Public Library/Virtual Reference Library.

Extra CP 896 West leaving Lambton Yard is likely the HAM Way Frt. bound for CNR Oakville Subdivision.
April 11/1956 James Walder/John Riddell Collection


Map 1927 Lambton and West Toronto Yards

Map 2000 Lambton and West Toronto Yards

Part 2



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