To most railway enthusiasts in Ottawa and Eastern Ontario, what was once the CN Renfrew Subdivision is now technically Nylene Canada's Renfrew Spur. The track hosts one train a week, delivering tank cars of caprolactum to Nylene Canada's plant in Arnprior.
But what many people often forget is this lonely right-of-way was once one of the busiest railways in Canada. Yes, that's right. In all of Canada.
Today, you'd hardly even be able to imagine it. Let's start briefly at the beginning. John Rudolphus Booth built a rail line from Depot Harbour*, on Georgian Bay, all the way to Ottawa, where it connected to Booth's other railway, the Canadian Atlantic. The two railways were soon joined under the CAR banner. The Ottawa, Arnprior & Parry Sound Railway began operations in 1897.
(*- if Depot Harbour sounds unfamiliar, it's because Booth made the decision to establish his own port, away from Parry Sound, to foil the schemes of railway speculators in the town)
Why was it the busiest rail line in Canada? Two reasons. Booth gained timber rights in Algonquin Park, which provided a great deal of traffic to his saw mill in Ottawa, not to mention to eastern U.S. markets via the CAR's terminus in Vermont.
Secondly, Booth's OA&PS also shipped as much as 40 percent of the grain from the Canadian west to the St. Lawrence, as the fourth Welland Canal had yet to be completed. This meant that shipping grain via modern freighters on the Great Lakes was not yet possible due to the limitations of the smaller canals in the Welland area. The final Welland Canal was completed in 1932, which essentially replaced the Renfrew Subdivision's source of through grain from the Prairies.
Booth's line was incredibly busy before this development, which is why it isn't surprising that the operations were acquired by the Grand Trunk in 1905. Of course, the boom years inevitably came to an end.
The sharp downfall of the old Booth line happened mainly because of the grain movements shifting south to Welland, not to mention the fact that Booth had exhausted the useful timber in Algonquin Park, meaning the two main sources of through freight were gone. That meant that, by the 1930s, the Booth line had very much shifted to a secondary railway line under what was then the Canadian National Railways company, which bought the Grand Trunk in 1923.
It was a swift decline for a line that opened up vast stretches of Algonquin Park to tourists, considering it led to the creation of the Highland Inn and Cache Lake Station in the park. Many people forget that the Renfrew Subdivision was one of two major rail lines that crossed through the park, the other being the CN Northern Transcontinental Line. That line, the Beachburg Subdivision, went through what is now northwest Ottawa into the Pontiac Region in Quebec before crossing back into Renfrew County and all the way up to Pembroke, Petawawa and beyond.
The writing was on the wall for the Renfrew line as far back as 1933, when a trestle over Cache Lake/Lake of Two Rivers in Algonquin Park was closed due to safety concerns. That meant the line was cut in two and never reconnected. The western section between Depot Harbour/Parry Sound and Cache Lake was operated until 1952, when it was closed for good. The eastern section, terminating at Whitney, on the eastern edge of Algonquin Park, soldiered on as a local branch line for some time.
Fast forward to more recent times when most of the car load business dried up. For many years, CN tried to rid itself of the trackage, even when it was severed west of Arnprior. The line's final customer, Nylene Canada (formerly BASF), still requires train service, as it cannot easily receive its needed product, caprolactum, by truck.
In the 1990s, there was talk of BASF being serviced by CP Rail's Chalk River Sub, which also reached up through Arnprior at one point. That connection was never made and the Chalk River Sub is history. In the end, a compromise was reached, which meant that the former Region of Ottawa-Carleton bought the land on which the tracks sit, while Nylene Canada bought the rails. That relieved CN of the obligation to maintain the line.
When the Ottawa Central Railway took over CN's local operations in 1998, there was no longer any real threat to the Renfrew Sub. But when OCR sold back to CN in 2008, the same threat that has faced this line for decades resurfaced.
CN now serves Nylene on contract each week, essentially with running rights on an otherwise dormant line. This system seems to work, although CN has tried in recent years to remove itself entirely from Ottawa once again. Right now, its focus is mainly on customers east of the city.
I'm skipping over decades of freight train history on this line, but it's not altogether that different from what you see on other marginal train lines. Without major freight customers, a branch line is not going to survive in today's highly centralized world of transcontinental railways.
I figured we could relive some history and go on a trip from Ottawa to Whitney on the Renfrew Subdivision.
Luckily for us, rail photographer Aubrey Mattingly was busy taking photographs of railways in the Ottawa area for decades. His collection passed into the hands of the Canada Science and Technology Museum. Many of his photos include everyday, somewhat mundane scenes that are now invaluable to us as we piece together the past.
Let's start at the obvious place: Union Station in downtown Ottawa. This is what the old station looks like today, as the home of the Senate of Canada, which has been displaced from Parliament Hill due to construction of the Centre Block.
Thanks to some information supplied by Steve Boyko of traingeek.ca and Eric Gagnon of Trackside Treasure, I can pinpoint the final days of passenger rail service on the Renfrew Subdivision. CN ran its final trains on the line in 1961, but let's take the train in 1959, which is a significant year. It was the last year that many of the vestiges of the line's heyday remained.
UNION STATION: 4:30 p.m. departure
Taking a Railiner (RDC or Budd Car in other words), you will leave Ottawa at 4:30 p.m.
This leads you to the first stop, which is the Bells Corners flag stop. It's important to note that, prior to the building of the Queensway, much of the land where the highway sits was the Renfrew Subdivision. After the National Capital Commission began lifting rail lines in the city under an expansive beautification effort in the 19502, the Renfrew Subdivision was largely scrapped from where it began all the way to Nepean Junction, where it branched off the Beachburg Subdivision.
Sadly, there are no existing photographs of the Bells Corners station, but I imagine it would have been near Bells Junction, where the CN line met the CP Carleton Place Subdivision, which is also where there was once a flyover crossing. There is also a chance that the station was located west of here, near where Highway 416 is now. It's important to note that the 416 cut was obviously level ground in earlier days.
Twenty minutes to get from downtown to Bells Corners? That seems slow by rail. There must have been serious speed restrictions.
BELLS CORNERS flag stop: 4:50 p.m.
SOUTH MARCH flag stop: 4:58 p.m.
This is the station that got me on the case of looking up the story of this rail line again. You might recall that I took a first crack at the history of this line in this post from 2019. I have often wondered what became of the Kanata train station, which was located on Station Street, just off of March Road, in the eastern part of the former city. My mistake was looking up Kanata Station in online searches. Needless to say, Kanata did not exist as a city until 1978, which I should have known.
Before Kanata was developed in earnest from farm land in the 1960s, it was mainly a rural township called March Township, hence the station's name, South March. The photo below is from the Canada Science and Technology Museum collection, as are all the remaining black and white images in this post.
This image was taken in 1958, shortly before CN demolished this building in 1959. That is why our 1959 trip west is so significant. It would have been the last time you could see all of these historic relics of the Renfrew Subdivision's past.
CARP STATION: 5:08 p.m.
This image, from 1944, is evidence of how important the railway was to small towns on this line. The Carp station seems quite large for a community so small. It's important to remember that, in the 1950s, the road network in this part of Ottawa was not nearly as developed as it is now. Same goes for many parts of Canada. Post-WWII, cars took over and the road network largely replaced short-distance passenger rail. Even in 1959, taking the train on this line would likely not have been a popular choice, as the operation was just a few years away from being discontinued.
KINBURN STATION: 5:19 p.m.
Note the similarity of the architecture of the stations on this line. It seems to me they were designed to provide accommodation to station agents and their families. It's hard for us now to understand the need for so many stations so close together.
This photo above was taken in 1959, again right before the station was demolished by CN. It's amazing that someone would think to capture images of so many stations in the 1950s. That brings us to our next stop, still in the western reaches of what is now Ottawa.
GALETTA STATION: 5:27 p.m.
You must be thinking that you're seeing double. The stations along this line were very much carbon copies of each other in many places, particularly in the smaller communities. You can see an old luggage cart on the platform of this station and the freight shed, for people who shipped goods via the railway express service.
At this point in the trip, you will be leaving what was then known as Carleton County, later the Region of Ottawa-Carleton (now Ottawa), so we will pick up our trip further east in the next post. You are by now an hour into your trip and you're not even out of Carleton County. This train is the definition of milk run!
This is an image from my map of the CN Rail system, back when the Renfrew Subdivision was still in place to the town of Renfrew in Renfrew County. After the train leaves what is now Ottawa, there are a few more surprise in store on the line. That will wait for the next post.
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