One somewhat minor change resulted in history being made at Lambton Yard, when for the first time CNR trains began entering Lambton. This happened when the Interchange location was changed from Leaside to Lambton. West Toronto interchange had closed June 16, 1986 due to sharp curvature problems for new multi-level autocarriers. In the 1950's major Interchange points (places where cars were exchanged between CPR & CNR), were at West Toronto, opposite the Depot, accessed off the Old Bruce, and Parkdale/Bathurst St. While minor points included, Leaside, Cherry Street, Keating Street, Weston, and New Toronto. Consolidation of these points due to reduced traffic and a desire to make less interchanges resulted in Leaside being chosen as the only point in the Toronto area. The CNR brought their cars to Leaside for the CPR and the Transfer would handle cars between there and Toronto Yard and vice-versa. Following the closing of Leaside, the CPR took over switching the remaining four industries (APCO, House of Metals, J.R.Short and Colgate Palmolive) for CN. The first CN train on December 27, 1999 was led by CN 9433 as it pulled into West Toronto Yard via a new Connecting Track at Mile 5.48 of CN Weston Sub. (near where the single track ends), onto the CP MacTier Sub. at Mileage 0.58.

Looking northwest, Connecting track at left, Diamond with double track CNR Weston Sub.
MacTier Sub. (hidden), Andrew Merrilees Ltd. is on the right. R.L.Kennedy

Looking same direction, but on Old Weston Road, Connecting Track in foreground,
MacTier Sub. on the right, CNR Weston Sub. on left. Site of CNR West Toronto station behind pole,
in distance is derelict CN Express building. R.L.Kennedy

Same spot as last picture but, looking south. MacTier Sub. on left curves to the east.
Connecting track curves to west over double tracked CN Weston Sub., to enter West Toronto yard.
Note heavily clipped rails due to sharp curvature and grade, no spikes here! R.L.Kennedy

A new wye track was also built from the MacTier south and west into West Toronto Yard, new opened July 19, 1999. Additionally, moves could now be made to and from the Galt Sub. to Obico. It not only made possible this move but also permitted trains to move easily in and out of the yard without backup moves which had become particularly difficult with the removal of vans (cabooses). In fact this connection had been proposed 50 years earlier! All trains to the MacTier Sub. from Lambton Yard and from MacTier to West Toronto Yard required a backup move either across the Diamond to the North Toronto Sub. or down the Galt Sub. in front of the Depot. When Lambton was the main marshalling yard this made for a lot of delay, although crews were used to doing this (without radios!), with a man on the rear platform watching and whistling, using the backup hose which included a whistle and an emergency brake valve. The whistle gave off a unique shrill blast that could be modified by holding and releasing your hand over it to give urgent warning signals. It was nowhere near as loud as a diesel horn, let alone a steam locomotive whistle, but it sufficed as a warning due to its shrillness.

Today Lambton Yard still performs a vital role in handling freight traffic to and from all parts of Canada and the US although most of it is no longer for local industries since they have nearly all left the West Toronto area, many simply no longer in existence. What the future holds no one knows for sure but it is likely that Lambton Yard will continue to be of use for some time to come.

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