An alternate history of rails in the Ottawa Valley

There is no shortage of lamentations online about the state of railways in the Ottawa Valley and loss of much-loved rail lines. The other day, I found myself in Bells Corners with a few minutes to spare, so I sat trackside, hoping to catch CN 589 on its way back from Arnprior. The train never showed, but I began to think of some documents I read years ago from the Canadian Transportation Agency about the Renfrew Spur, a long stretch of track, between the former Nepean Junction and Arnprior, that would be long gone by now if CN had its way. Strangely enough, you can thank the Canadian Pacific Railway (okay, CPKC if you want to get technical) for the survival of the former Renfrew Subdivision.

Long story short, in 1987, CN applied to discontinue service on what was then known as the Renfrew Subdivision because the railway claimed it lost more than $328,000 per year on the line. The reasons were pretty obvious. Its one main customer was Nylene Canada (formerly BASF), which required weekly service, mostly one to three tank cars of caprolactum from Texas. CN, in its filings to the CTA, said there weren't enough customers on the line to justify continued service. In 1987, there were less than 100 car movements on the line. Hardly worth the price of maintaining the tracks for a large railway.

Read the specific details of this line's status from my earlier post.

At the time, the Teamsters Union claimed that Sullivan's Lumber in Carp (later Rona) and a flour mill both wanted rail service, but nothing seemed to come of the union's claims.

Instead, there were discussions with both CN and CP over how Nylene Canada would continue to get rail service in a way that didn't cost a railway money. When you consider that the Renfrew trackage now runs roughly 50 kilometres from what was once Nepean Junction (where the Beachburg Sub once veered northwest toward Fitzroy Harbour and beyond) out to the Nylene plant, you understand that this is a lot of infrastructure to maintain for one eastern and western movement a week. 

At some point in these proceedings, it was decided that Nylene must have rail service, as the cost of shipping caprolactum by truck wasn't worth it for the company, which remains a major employer in Arnprior to this day. So the issue was how would the plant get served and which railway would provide the service in a way that was workable for everyone involved?

In 1987, Arnprior had both the Renfrew Subdivision and CP's Chalk River Subdivision running through the town. At the time, neither line could be described as a critical stretch of track, but CP did still use its Chalk River Sub for through freight, even if there was little to no trackside business. Also, Via Rail used the Chalk River Sub, as well as the CP Carleton Place Sub, for the Canadian, which once ran through Ottawa all the way to Montreal.

We all know how the story ends. We don't know what happened during this time between the government and the two railways, but we know the discussions over rail service to the Arnprior plant ended with the decision that CN would continue to serve the plant, instead of CP. But here's the question that I find intriguing. What if it was decided that CP would serve Nylene Canada?

If the Canadian Transportation Agency's discussions about rail service to Nylene Canada resulted in CP being the railway to provide the service, would there have been an Arnpior Turn originating in Smiths Falls? It might have happened.
 

Here are the possible scenarios that could have resulted from this decision, including my take on how likely they would be in a parallel universe.

1. CP would have retained part of the Chalk River Subdivision. (LIKELY) I think this could have been a likely scenario. Would the track have been owned by CP or would the land have been sold to local governments and the rails sold to Nylene? Possibly over time. But what makes this scenario less likely is the fact that, at the time the decision was made in 1987, the Chalk River Subdivision still hosted daily through freights as well as the Canadian. That's a far different situation than what CN was facing with the Renfrew Subdivision, which essentially hosted nothing but a weekly freight out to Arnprior and back. Possibly the Chalk River track would have remained a CP concern. 

2. CP would have retained the entire Chalk River Subdivision. (FAIRLY UNLIKELY) The other fascinating question would be if this weekly service, as mandated by the CTA, have caused CP to rethink its plans to abandon the Chalk River Sub in 2010-11? I ask this because possibly the weekly Arnprior service would have ensured that the subdivision between Smiths Falls and Arnprior remained in place. If that was the case, possibly Via Rail could have come in to maintain the remainder of the track to ensure the Canadian had its connection to Ottawa and beyond. And if that scenario seems possible, would it be a stretch for CP to keep running through freights on this line as a guest on a Via line? Or would the Ottawa Valley Railway still be involved on the sub? There are a lot of factors to consider here, but I think it might have happened.

The issue working against this possibility is that Via Rail did not have multiple trains using this line. Think about Via Rail's ownership of the old CN Smiths Falls Sub and the old CP Brockville Sub. These two lines see many movements a day, which makes sense for Via Rail to own and maintain them. The Chalk River Sub is not in the same league as these other lines. I think the entire track would likely not have made it.

3. CP would have retained the Carleton Place Subdivision. (UNLIKELY) This is where the alternate history gets a little murkier. Remember that Via Rail used the Carleton Place Sub and the Chalk River Sub as its route for the Canadian up until 1990. If CP had been forced to provide service to Arnprior, which would have necessitated a major stretch of the Chalk River Sub to be saved, would it mean that the Carleton Place Sub would have been saved? I don't think it would have saved this piece of track, which is but a memory now.

The reason I think this line was doomed no matter what was because it was essentially in the same situation as CN's Renfrew Subdivision, with no freight activity. In its final days, it was hosting Via Rail and nothing else. The discontinuance documents show the line had two car loads in and out in 1986 and nothing else afterward. This document from 1988 shows that CP was essentially losing anywhere from $250,000 to nearly $500,000 a year on this stretch of track, even though Via and officials from Carleton Place wanted the line kept in place. Notice from the document that the former Region of Ottawa-Carleton did not take a position on the rail line, but asked for the right of first refusal to buy the land.

My guess is that the Canadian, if it still had access to the Chalk River Sub and was running through to Montreal, would have gone to Smiths Falls and switched onto the old CN Smiths Falls Sub, where it could then continue on its way to Ottawa and then Montreal. It's fascinating to consider that train stopping at Fallowfield Station.

Is the platform at Fallowfield long enough for the Canadian? It's interesting to consider.

 

4. CN would have torn up the Renfrew Subdivision (SURE THING) There's no doubt at all that the Renfrew Sub would have been a goner had the CTA decision on rail service to Arnprior been different. Most likely, the land would have either been converted to a trail or sold off in parts of the city where it could be developed, like in Kanata. As it stands today, the line is still in place, with a 10 mph speed limit, giving you an idea of the condition of the rails. 

The final factor to consider in this alternate history is the fact that CPKC now has a transcontinental link across Canada re-established. Given that CP can run trains all the way out to port in New Brunswick, possibly there could have been consideration to keeping the Chalk River Sub in place or at least re-establishing a connection between Chalk River and Arnprior, if that part of the line saw a discontinuance even with the CP service to Nylene.

 

Of course, in the early 1990s, no one could have foreseen CP relinquishing its cross-Canada network only to reacquire it years later, but it's fascinating to think what might be possible if CP had been mandated to serving Nylene in Arnprior.

Greed is Good (Sometimes)

As I mentioned in my last post, I managed to accomplish a number of firsts on October 20 when I heard CN's Arnprior Turn approaching my neighbourhood and decided to chase it. In the last post, I detailed how I just managed to get to Corkstown Road in time to catch the train, although the sunlight was essentially there to ruin my shots. There was much photoshopping that needed to be done to get some of the images into presentable shape. 

But then I figured, given the slow speed of the train, that I could easily beat it to March Road in Kanata to get a better shot of it on the sunny side of the train. In other words, I decided to get greedy and try to capture the same train twice. In all my time trackside, I have never been able to chase a train and properly capture it multiple times. So this was a first for me. 

Many locals who like to catch this train on its weekly run mention that the crew often stops the train short of March Road to grab a coffee at the Tim Hortons next to the Renfrew Spur. I decided to set up shop in the back parking lot of a commercial plaza, where there were a few gaps in the trackside brush, which would allow me to get some decent shots of the train. I did have to lift my camera pretty high to get these shots, so the brush was not dominating the images.

 

This shot above works pretty well, although I was a little disappointed that the gap I chose didn't allow me to see the entire train, which included seven tank cars. It was the longest freight train I have ever seen making its way to Arnprior. I shared that fact with a few friends of mine outside Ottawa and they thought that was quite funny. The GMTX unit is trailed my CN GP38-2 9411. I have seen this unit plying the rails in Ottawa before. Quite recently, in fact.

 

As far as a standard shot goes, this image below probably fits the bill the best. I liked how this image turned out as you can see both units and a few tank cars. The trackside brush prevented me from getting any more. I should also mention that there was a large ditch on the other side of the brush, which prevented me from getting to the other side of the bushes to get a clearer shot. My reasoning to stay at this spot seemed pretty sound at that moment. Since many have said the train stopped before reaching March Road, I figured I could get more shots when it was parked. However, it was not to be. As soon as the train passed me by, I could hear the engineer give the typical two long, one short, one long blasts of the horn, which told me the consist was heading straight through without stopping. Oh well.

I did get a shot of 9411 on its own as the trailing unit. I should also mention that this was the first time I have seen this train using two units. This seems to be a recent development. In my years pursuing 589, the Arnprior consist has always been pulled by a single engine. I'm not sure why CN has made the change now. Without knowing any context, two units seems excessive for this train to me, unless the primary reason for the extra unit was dual-direction visibility. In other words, not pulling the entire train home long hood forward, as happens when there is only one unit.

I did try one shot with a little more of the foliage around the edges of the frame, just to see if it made for a more compelling shot. I'm not sure it did in this case. Doing this also allowed me to try and get more of the tankcars in the shot, but I'm not sure there is anything more compelling to see.

So here is a final summary of what happened on Oct. 20. I will list it by the number of firsts I crossed off my list.

• First time seeing 589 with two units
• First time catching 589 in two different spots (Corkstown Road and March Road)
• First time catching 589 on the Renfrew Spur
• First time catching 589 with seven cars in the consist

If I catch 589 once more this year, I think I might break my own record. I have only ever caught it as many as two times in a year. Granted, I haven't worked from home like I do now with a flexible lunch schedule, so I'm not sure if this record is anything to shout about, but I'll take anything I can get.

I see that there has been a lot of chatter as to why this train has been shifting around its schedule of late, with the crew sometimes making its way on a Thursday and then on a Wednesday the following week. I have no idea why it hasn't been as consistent. My only thoughts are perhaps it has something to do with Kott Lumber's needs, since this customer on the Smiths Falls Sub, is now part of this weekly run. Some rail watchers have simply guessed that it has to do with crew availability, since CN's presence here in Ottawa is paper thin, to put it mildly. 

Whatever the reasons may be, it seems like this train has become more visible on its weekly run through western Ottawa. Hopefully, there are more meets and surprises to come.

Use The Force

Railfans in Ottawa are an impressive bunch, I have to say. We don't have much to see, but it doesn't stop many of us from capturing what little there is. Many also are not afraid to go far afield to capture something in Eastern Ontario. Just go the Eastern Ontario Rails Facebook group (you need to ask the administrator to join formally). I would say that, of late, an outsized amount of photos and chatter is focused on CN's weekly Arnprior Turn. The crew for that train must wonder how they have managed to attract so many fans of late. 

All of this is a lead-in to my story of using the force. By the force, I mean being ready at a moment's notice to identify 589 approaching my neighbourhood and heading out to catch it. Recently in October, I was working in my back yard, listening to a podcast with headphones when I thought I heard the distant sound of a freight engine's horn. Did I mention I am hearing impaired? Yes, my sixth sense for this train is quite impressive sometimes, if I do say so myself. 

An aside: when we had a visitor a few years ago and one of my children heard a distant train horn, I quickly identified it as a Via train, since I knew which direction it was coming from and knew the difference between a P42 horn and a geep horn. Our visitor looked me funny and asked how I knew the train was a Via. I guess my railfan was showing. I quickly pointed to the direction of the sound and said those were the Via tracks over yonder. The other way was where the freight tracks were.

So, back to my story. I rushed into my car with my iPhone as there was no time to grab my camera inside. This was going to be a tight timeline to get to Corkstown Road to get a shot. I saw 589 passing in front of me on the Moodie flyover, so I knew it would be tough to catch it at Corkstown Road. But I did get there with a few seconds to spare, although I couldn't get to my vantage point of choice on the sunny side of the tracks. 

I just barely made it to this spot in time to get some initial shots. Luckily, the lights on the Corkstown Road crossing were not working, which forced the train to stop short of the road as the conductor had to get out to guard the crossing. After one pickup went through, the train proceeded ahead across the road, slowing a bit to allow the conductor back on before the consist picked up speed. The sun flare on the train was some of the worst I've ever encountered, but I told myself I would fix it up with some photoshop later on. Note the conductor ahead of the blue geep.

Below, you will see the conductor looking west on Corkstown Road as the train approaches the level crossing. You can see the effects of the sun on the side of the engine. That was the best I could do with my photoshopping skills. Anything more would not have been true to the original image, so I avoided the temptation to alter things too far. I do have to mention that this is the first time I have seen this type of old school railroading where a conductor is guarding a level crossing like this.

As many local railfans know, work was recently done to shore up the Beachburg Sub ballast, ties and tracks between Federal and Nepean, which seems to be the last remnants of CN controlled trackage in the area, save for a few other scraps here and there. I'm not sure who is in charge of signalling repairs, but my guess is it's RailTerm, which is the company that does similar work for Via Rail in the city on its trackage. I guess they haven't gotten to this repair yet.

Notice the absence of crossing signals below. Now that I am moving away from the sun, the two-engine head end of the train begins to become a little more vibrant and less shadowy. Here's the lead unit, GMTX 2252. This leased unit has been making the rounds in Eastern Ontario as of late. I'd be curious to know why CN is still leasing units and why they might be short of motive power.

CN 9411 trails the lead unit as the relatively long consist approaches the curve in the track toward the old Nepean Junction. This is the first time that I have seen a two-engine lead on this train, which seemed to be a late summer/early fall change to CN 589. The shadows are still pretty brutal at this point, but I was able to touch up the image a fair bit to include a little more detail.

Here's one final shot of the consist, which includes seven (yes, seven!) tankcars all headed for Nylene Canada in Arnprior. Compare this to the one-car consist I have seen headed to Arnprior in the past. I'm not sure if this is a one-off or whether Nylene Canada's business is picking up, which is requiring more caprolactum.

At this point, I hustled back to my car and decided to test my luck at catching this train a second time. Given its relatively slow speed and my close proximity to March Road, I figured I would be able to beat 589 to the March Road crossing. Local railfans in Kanata say the train often stops at the Tim Hortons right next to the tracks, which would give me another opportunity to take some shots.

I'll save the second part of the story for the next post.

Old friend, new spot

Let's begin the reunion tour with a familiar face. When I walked away from blogging in the fall of 2020, I was pretty sure that I would never see this train again. I have never been so happy to be wrong. For the first time in two years, I caught up with CN's Arnprior Turn, or whatever you know it by, whether it be the Arnprior Local or simply 589.

I have to give local railfans credit for this catch. I've been keeping an eye on the Eastern Ontario Rails Facebook group over the last year. I have to tip my cap to the railfans who have dedicated themselves to catching CN 589, which makes its way out to Arnprior every Wednesday to deliver caprolactum to the Nylene Canada plant.

The biggest change with this train over the last year or so (possibly longer) is that the train now makes a run up to Kott Lumber on the Smiths Falls Sub before heading back to Federal Junction (13 km backward movement) to reconnect with the Beachburg Sub and Renfrew Spur. This means a longer timetable for this train. By watching the Facebook group and seeing that 589 usually carries lumber car empties out to Arnprior, I knew that Kott must be included on the Wednesday run now. Previously, 589 made a separate run on Tuesdays and Sundays to Kott and SynAgri, both on the Smiths Falls Sub. The newer run meant 589 was passing through Bells Corners and Kanata much later than it once did. 

That had me thinking that I could catch the train at Fallowfield Station, simply by being there at a certain time and watching the rail signals. I knew I had a chance if I left for my appointment early, which meant I would have to pass by the station anyway. Sure enough, I wasn't there more than two minutes before the signals governing eastbound traffic went from straight red to straight yellow, flashing green and solid red. Something was coming from the west.

Here is 589 pushing four tank cars east toward the station with the conductor on point on the last tank car to keep an eye out. In the above image, the train has just crossed Fallowfield Road. As I was standing there in the Via Rail parking lot, it occurred to me that this was only the third time I've caught CN 589 on the Smiths Falls Sub and the first time I've caught it at the station.

The four-car consist snuck up on the station and did not use its horn as it crossed Fallowfield Road. I made sure to back up in the parking lot, so I avoided having a wedge image like the initial shot above. People who have been to Fallowfield know that this is not easy. You need to position yourself at a spot at the end of a parking lot on either side of the station. I chose the west parking lot since someone decided to obstruct my initial spot at the end of the east parking lot. I was happy with my initial shots, but was disappointed to see no lumber cars in the consist.

As I backed up, I realized this was the first time I was shooting a train this way, as it backed up. So the traditional going away shot and the initial shots were reversed. I tried to catch some of the corn field in my shots. You can see a piece of it to the right.

This shot above is my favourite of this meet. I had a few other shots with the train closer, but the Via banner to the left of 9411 was obscuring the engine. It's a challenge you face when you shoot near a passenger station. Luckily for me, the west parking lot was almost completely empty, which meant my shots here were not obscured by many cars or trucks. 

The above shot has a little more of the cornfield in it. The shadows were a little funny in the morning, especially given the angle of the sun and the angle of tracks. I played around a bit with this photo to eliminate the shadows a bit and brighten it up. 

Here's a final image, shot straight on, with much of Fallowfield Station in the frame. All in all, it was a successful meet. I learned a few things during this meet. The most important was to keep a close eye on the track from the platform, since the approaching train had no lights shining or horn blaring that would normally give you a warning. Instead, it was only by using my zoom that I noticed a large black circle, in this case a tank car, slowly coming into view. Also, my attempts to study railway signals and understand them have really come in handy.

This post was a happy surprise, as I had planned another topic for my first foray since returning. But after seeing the images, I figured that maybe it was better to start with a bang and give the people what they want. I've had mixed feelings about 589 in the past, to be honest. It's always nice to catch a freight train in Ottawa, but I don't want this little runt of a train to be the only thing I blog about, so I had to think about whether to start the blog's reunion tour with this meet.

In the end, I figured it was worth it, as I haven't had a meet with 589 in two years. I hope to maybe get out there in the coming weeks and catch it again. I suppose playing your greatest hits, as it were, isn't always a bad thing.

CN's final days in Ottawa: Fact and fiction

I've seen a fair bit of chatter on a few railfan groups online regarding CN's departure from Ottawa. From what I've read, there seems to be a lot of confusion out there. In the spirit of clearing the air or at least starting a conversation, I decided that it would be fun to attempt a few answers. It also gives me a chance to share a few photos that were sent to me by some generous fellow railfans.

So, let's start off simply.

1. There will be no freight railway in Ottawa once CN leaves. FICTION

I say this with near certainty. Let's look at the facts. Ottawa and Eastern Ontario is an area with more than 1 million people. And there are some rail-served businesses that would suffer a great deal if rail service were to disappear. I can't foresee a scenario where no one wants anything to do with freight activity here. There are too many shortline railway concerns in Canada and the U.S. for there to be no interest in an operation here. Let's assume, as well, that the City of Ottawa ends up acquiring what little rail CN retains here in the region. To me, that is one less capital expense for a smaller operation to worry about. And remember that there are motivated customers here that depend on rail that cannot carry on business as they are now without rail. Think Nylene Canada in Arnprior. They have said repeatedly that they need rail.

CN's Coteau run sweeps through Carlsbad Springs with leased power on point. Contrary to what people have said, rail activity in Ottawa has not stopped. Thanks to Keith for sharing this photo, taken recently.

2. Freight activity has ended already. FICTION

I've seen a few comments where people think that CN's freight service has already ended. This is simply not true. Multiple blog readers have shared their photos or observations with me recently that prove it's business as usual for CN for the moment. We need to remember that catching CN's locals anywhere in the region is tough since the frequency is tiny. In my case, I have two chances to catch a once-weekly train that goes through my neighbourhood each Wednesday. That's it. We need to keep in mind as well that discontinuance notices are part of a fairly detailed process, which takes time. A railway can give notice of discontinuance and continue operating for some time afterward.

3. CN is going to rip up the Renfrew Spur. FICTION

This is something that is often forgotten when this subject comes up. The Renfrew Spur belongs to the City of Ottawa. Look on some maps and you will see this line is labelled the Ottawa-Arnprior Railway.

The rails themselves are owned by Nylene Canada. This arrangement predates the amalgamation of the City of Ottawa. It was actually the old Regional Municipality of Ottawa-Carleton that partnered with the old BASF (now Nylene Canada) to save this line and keep freight service operating to the old plant on the edge of Arnprior.

This arrangement was the compromise when it was determined that BASF was not able to receive service from the Canadian Pacific from its old Chalk River Sub, which once connected with the Renfrew Spur in Arnprior. Of course, the Chalk River Sub is long gone and the Renfrew Spur barely makes it over the Ottawa-Renfrew County border.

If I was a betting man, I would say that this rail line will one day be a commuter line with freight service operating outside of commuting hours, which means likely at night or the wee hours of the morning.

To be honest, the only reason this line is still there is because of the deal that was made more than 20 years ago to save it.

My thanks to a reader who follows along from Yukon, who once rode these rails with his family when his Dad worked this stretch of track for CN. He recently visited the city and took some shorts of what's left in Kinburn. My thanks to him for sharing his photos. I've done a fair bit of writing on this track, but he reminded me of the old Ottawa, Arnprior and Parry Sound lineage that this line boasts. It's a part of the local rail history I haven't done a great deal of research on, so perhaps that's next on my list.

4. CN will rip up more track in Ottawa and Eastern Ontario. FICTION

Quite honestly, everything that CN could remove has already been removed. This company owns almost nothing in Ottawa anymore, save for the trackage into and out of Walkley Yard, the old Ontario-l'Orignal Railway and the tiny stretch of the old Beachburg Subdivision that links the Renfrew Spur to Federal Junction. I can't imagine the railway would want to tear up any of this trackage if it was seriously considering an arrangement to sell it to the city or possibly hand it off to a short line operator. You will recall from an earlier post that the city has confirmed that it is in talks with CN to buy the remaining trackage it might need in the city. The only stretch of track I would keep an eye on is the old l'Orignal trackage. Given that this track is key to CN's main customer in Eastern Ontario, I would suspect it's safe for now. Keep in mind as well that the Alexandria and Smiths Falls Subs are both controlled by Via Rail Canada.


5. The city will own the unwanted CN tracks and will contract out freight services. FACT

I'm going to go out on a limb here and suggest this is what is going to happen. It makes business sense for a short line to provide a service while not having to maintain the track per se. The only question mark is over the l'Orignal trackage. I don't know who would want to own that track, as it is not strategically important to Ottawa. This might be the only stretch of track that a future short line would have to own and maintain.

6. There's already another company operating freight services here. FICTION

I've seen some people ask this question already a few times. Don't let the GATX leased units fool you. CN is still operating here. 

So, here's one final thought. Who is going to step forward and take over freight services for CN? We all know the names. I'd be curious as to what the experts out there think. I'm going to say that, whoever steps forward, James Allen of the old Ottawa Central will be involved in some way.You will recall that he was involved in the efforts to save the old Beachburg Sub as far as the Pontiac Region and Renfrew County. It wouldn't surprise me if he was involved in this process in some way. More on that later.

The Final Days of CN's Northern Transcon

The end of the last remnants of CN’s Northern Transcontinental began with a closure of the Smurfit-Stone plant in Portage-du-Fort, Quebec, in the Pontiac Region. The mill closed in 2008, putting 200 people out of work. At one point, the mill employed more than 400 in the Pontiac and neighbouring Renfrew County in Ontario.

By 2008, the Beachburg Sub was essentially a sparsely used Upper Ottawa Valley rail line that served what few local businesses still required rail service. Ottawa Central Railway operated over the old transcon, but the economic recession was in full swing in 2008 and hit the short line hard. The customers along the old sub began to disappear. The Smurfit Stone plant was essentially the last remaining major customer and the rail line’s raison d’etre.

The end was nigh for the OCR as the short line struggled to cope with the impact the recession had on what little heavy industry remained in the Valley and in Ottawa. Just days after the mill announced its closure in October, OCR announced that CN would reacquire all of its former Ottawa-area properties from the company that owned OCR. That deal included the 156 kilometres of rails between Ottawa and Pembroke, not to mention the 40 plus kilometres between Glen Robertson and Hawkesbury that was once the Ottawa-L’Orignal Railway (purchased by OCR’s parent company).

It wasn’t long before the Beachburg Sub north of Nepean Junction was essentially deemed out of service and put on the chopping block. But the battle that ensued for the rail line meant that the old transcon hung on a lot longer than CN likely wanted.

The governments of Renfew County and the Pontiac fought to keep the old Beachburg Sub in the ensuing years. The first move was to organize an entity called Transport Pontiac Renfrew, which was aimed at retaining the rail line and finding a new operator for it, not to mention new uses including commuter rail.

OCR co-operated with TPR and ran a special Rail Day commuter train up the Ottawa Valley line, just before CN took over. The double ender included two classic CN coaches painted in the railway’s olive green scheme, with an old OCR MLW warhorse on each end, like these beauties below.

That initiative generated some interest in the media and goodwill. There was an appealing element to having a solid commuter option for residents of the Upper Ottawa Valley who might travel into Ottawa and Gatineau for work.

In the midst of this goodwill in the months and years that followed, Renfrew and Pontiac struggled to come to any agreement with Canadian National on a deal that would save the line and help their municipalities find a new operator.

It wasn’t until 2009 that it was revealed in the media that James Allen, the former general manager of the OCR, was in fact working closely with TPR to come up with a workable plan to move freight and establish some sort of long-term commuter vision for the Beachburg Sub.

I was lucky enough to be that reporter who broke the story in the now defunct OpenFile.ca. At the time, what James Allen told me was a real departure from the dismissive or ambivalent attitude most people have toward railways in the city.

Allen pointed out that the Trebio wood pellet plant in the Pontiac was interested in rail service. He estimated that the plant would form the basis for upwards of 800 carloads a year. It wasn’t a huge number by any means, but it was a decent start.

Allen told me that the Trebio plant was the anchor in a strategy to develop a rail-serviced industrial park in the Pontiac. What was even more surprising was TPR’s plans to launch some form of commuter service over the old sub as well as tourist and recreational trains up the Valley. It all seemed very positive for Pontiac and Renfrew, two areas that are far too remote to attract large-scale economic development opportunities without this mode of transportation.

Unfortunately, not long after I wrote that article, which was not surprisingly dismissed locally, the deal to buy the Beachburg Subdivision fell through. That ended all reasonable hopes for the line to be saved. Depending on who you ask, there are various reasons why the line was ultimately killed. The biggest reason was likely cost. Politicians in the Pontiac claimed that CN had set the sale price well beyond the reach of Renfrew and Pontiac. In other words, it was priced far beyond the scrap value of the line.

Surprisingly, the Pontiac region fought on for several more years, even without any reasonable hope of success. The region’s tactic was to pass a local bylaw essentially designating the railway land as a key transportation corridor, which prevented any dismantling. The province of Quebec signed off on the bylaw, but CN fought the move in a higher court and won.

In fall of 2013, the last stretch of CN’s Northern Transcontinental route was pulled up from Pembroke to the Pontiac region, but the work was stalled when the region barricaded the tracks, preventing CN crews on a CWR maintenance of way train from stripping the rails. That stand-off was short lived.

There was one last-ditch effort to enlist the help of the City of Ottawa, since the Beachburg Sub still connected Fitzroy Harbour, in Ottawa’s northwestern boundary, to Nepean Junction, near Bells Corners. The efforts included enlisting the help of the city’s councillor for Kanata North and for West Carleton, the ridings where the rail line’s removal would happen.

Predictably, those efforts went nowhere as the city maintained that it was only interested in the land upon which the tracks sat, for possibly future use as a multi-use recreational trail.

That meant that the CWR train made its way into West Carleton and stripped the rails from much of the line, although various scraps were kept in place at level crossings, including one in Dunrobin, which meant motorists still saw disconnected crossing signals for a rail line that no longer existed.

By spring 2014, the line was completely dismantled all the way to Nepean Junction. Not long after the last train rolled through with the last bits of useable rail, the switch was removed at Nepean. The last little bit of the Beachburg Sub from Federal to Nepean Junction was then directly connected with the Nylene Canada-owned Renfrew Spur.

Today, as CN looks to leave the Ottawa region once more, the rails in the west end of the city continue to exist with a large question mark hanging over them. When CN first proposed discontinuing service to Arnprior, it was Nylene Canada's predecessor BASF that put the wheels in motion to purchase the tracks and continue service. That arrangement continues today, mainly because the company cannot find a way to economically receive what it needs by trucks. The main reason why rail service continues is because the chemical it needs, caprolactum, can only be transported via a specially insulated tank car. As it stands now, there is no way to have the same amount of this product delivered via truck at a comparable cost.

For what few rail enthusiasts there are left in west Ottawa, the question of what any future rail operator will do about Nylene Canada is a big one. There's also the larger question of who will step up to provide rail service in Ottawa when CN eventually leaves?

It's not a great time to be a railfan in west Ottawa, but that could change in an instant if a short line operator with a vision and a much better understanding of a carload freight based business model steps in to save the rails.

And, coincidentally, it wouldn't be the worst thing in the world if a revitalized freight railway could take a few trucks off our congested Queensway.

It's interesting that, in a city that struggles to cope with congestion and the onslaught of truck traffic in older neighbourhoods, a simple solution of encouraging a short line railway would go a long way to clearing the air. For Ottawa in particular, encouraging less congestion, especially downtown, is almost an economic necessity since it has a huge impact on the tourist experience. You would think that someone in charge would figure out what a benefit it is to have a healthy freight railway in a city of nearly 1 million people.

One small train, so many thoughts

A two-car train trundled by. Big deal. I’ve caught this train numerous times. For most people in my neighbourhood, I’m not even sure they’re aware that these train tracks are even active anymore. The weekly service out to Arnprior is like an apparition. I’m sure some are vaguely aware that trains may use the tracks at some point during the week, but it likely doesn’t seem all that important.

In my opinion, this weekly train is tremendously important. And here’s why I consider myself really fortunate to catch this train as it returned to Walkley Yard.

1. These tracks might not be here much longer. You will recall that I wrote about CN’s plans to walk away from its Ottawa operations. While this is hardly surprising, I can’t help but wonder what will happen to the remaining trackage it actually controls in the area. Most of the tracks in the region are now controlled by Via Rail, with the exception of the last portion of the Beachburg Sub between Federal and the old Nepean Junction. This link is hardly important to CN, but it is absolutely critical to Nylene Canada in Arnprior, which relies on the Beachburg Sub-Renfrew Spur tracks to receive its weekly delivery to its plant. Does this mean Nylene Canada will have to purchase this right-of-way or at least the rails? Will the city be a willing partner and buy the land beneath the rails, like the old Region of Ottawa-Carleton did with the old Renfrew Sub? It’s clear to me that something has to be settled here before CN pulls out.

2/ I don’t think I’ll miss CN in Ottawa, quite frankly, since the railway has done little to nothing to expand rail service here, which is not meant to be a critique. It’s just reality. CN is not a short line and it should not be expected to act like one. Its purchase of the old Ottawa Central was always an awkward one, with many suggesting was solely motivated by the scrap value of the old Beachburg Sub rails between Pembroke and Nepean Junction. But, if CN goes, that means I won’t likely have a chance to shoot any number of its older units anymore. I have been blessed to catch many different liveries, including a leased GATX unit, over my years of catching the Arnprior Turn. So, from a railfanning perspective, I will miss the variety of older units the railway has trotted out here in recent years.

3/ A commuter opportunity awaits. Unless the city reverses course, these rails will not survive. That is, unless a short line railway takes over local freight rail operations or the city decides to use these rails for future commuter use. As we have seen in the last decade, the city’s vision for light rail does not include using existing infrastructure, although the last two mayoral runners-up have proposed the idea to little fanfare. Meanwhile, areas that are screaming for better transit, like Kanata and Stittsville, will have to wait for Phase III of the city’s light rail plans before they get any service. And, as locals know, Phase I is already a year behind and Phase II is already mired in controversy. It’s a real shame, in my opinion. The old region had the vision to consider maybe one day using the Renfrew Spur for commuter rail and the last portion of the Beachburg Sub would be ideal for that use, now that it appears CN has no plans for it. Perhaps a short line operator can move the needle for freight service or commuter rail on these tracks. You will recall that there was a short portion of the old Beachburg Sub north of Nepean Junction that used to go through large subdivisions in north Kanata, but that commuter opportunity was lost when the city failed to even consider it.

4/ Freight by rail matters. Especially local freight that is carried by a short line. We don’t have to get into any extensive environmental debate to know that Ottawa’s highways are congested, to say the least. And the city is often choked by truck traffic. Ottawa is no different than any other city, but if tourism officials are serious about the tourist experience in a national capital, imagine what a difference it would make if there was a concerted effort to divert some of the neverending truck traffic off local roads (especially downtown) with a reinvigorated freight railway. Of course, there are practical considerations here. Railways will never be able to replace trucks for numerous local transportation delivery needs, but I would imagine there are still several opportunities that are going untapped, simply because CN couldn’t be bothered. Maybe it’s time for a new Ottawa Central type operation, or perhaps a short line holding company with some vision. Admittedly, it would likely be a tough sell, but it seems incredible to me that a short line couldn’t make money in a city of nearly a million people.

I look at the photos from the March Break meet with the GATX and they seem quaint now, since so much of our snow is finally (knock on wood) starting to melt. But I was happy to catch this train in a snow squall because it allowed me to get some winter shots, which I have not been able to do this winter.

I've mentioned it before in this blog that winter railroading is underrepresented in my railway photograph archives. Add to this meet another interesting catch I had at Fallowfield Station and I had quite a productive week recently (stay tuned for more on the other meet).

So that's the sum total of my thoughts from my meet with this tiny freight train. Due do some scheduling changes in my household, I have not been able to get out on Wednesday afternoons to catch this train so this might be my last meet with CN’s 589. I hope not, but I fear it might be so.

What a difference a year makes

So I finally was able to catch something trackside, for the first time in months (and I won't say how many). A number of life factors have occupied my time. But this past March Break, I did manage to break away on Wednesday afternoon to catch the Arnprior Local as it passed through Bells Corners. I have noticed in the last few months that the local usually passes through around 4:20 p.m. as I am getting off my bus and walking home. I often hear the local's horn as it approaches my neighbourhood, so I was reasonably confident that I would catch it this past Wednesday. And I did.

I have a fair number of thoughts to share from this brief meeting, but I will leave that until next week, along with the rest of the photos of this two-car train. But the only thing I will mention this week is how much a difference this year's winter made to my shot, compared to last February, when I caught 589 last.

Here's this year's shot of 589, led by GMTX GP38-2 2260. Yep, that's a full fledged March snow squall. When I arrived at this spot a half hour earlier, there were only light flurries.

Now here's a shot from last year, roughly the same time, roughly the same place and roughly the same vantage point (complete with the same two poles in each shot and the same white SUV for the truly observant). The biggest difference would be that there is considerably less snow to contend with, making the shot easier to focus.

Yep, it's been that kind of winter!

I have a number of thoughts to share about this meet, but I wanted to leave that for another post. I simply wanted to point out that it's been a long winter in Ottawa. Aside from the massive snow piles at the end of this parking lot (I estimate I was standing on the top of  10-12 foot high pile), which made the shots of this train much easier both times, I'll be glad when spring eventually arrives.

Whenever that is. As I write this, they are calling for another possible 10-15 cm of snowfall for tomorrow. Sigh.

Updated: A Most Unlikely Survivor: The Renfrew Subdivision

Note: This post is meant to focus on the more recent history of the Renfrew Sub under CN control and not its early years as part of the Canadian Atlantic Railway all the way to Depot Harbour. - Michael

Since 1894, Ottawa has been connected to neighbouring Renfrew County via a rail line that was and is still known as the Renfrew Subdivision. Although its viability as a freight line has long since passed, the rail line continues to persist and may one day become an important piece of Ottawa’s rail future.

As it stands today, the Renfrew Subdivision extends from the end of the Beachburg Subdivision, at a point that was once known as Nepean Junction. From this point, the tracks travel roughly 43 kilometres west to the Nylene Canada plant at the edge of Arnprior. You’d be forgiven to think that this rail line is part of the Canadian National system, but it’s really not. The rails are owned by Nylene Canada while the actual land where the rails are laid is owned by the City of Ottawa. CN still delivers a weekly load of caprolactum to Nylene Canada, no doubt under contract, since the rail line itself is technically known as the Ottawa-Arnprior Railway.

Before Nepean Junction was scrapped, this is where the Renfrew Spur branched off from the Beachburg Sub (2014)

You might wonder why this rail line has lasted so long, when most other secondary lines in and around Ottawa have been removed. The answer is Nylene Canada. This plant took the steps to buy this rail line because the management of the plant felt there was no other practical way to move caprolactum from Texas to Arnprior other than by rail. So, while CN still operates over the line, it’s only as a contractor. CN first filed to abandon the Renfrew Subdivision in 1987.

Due to its six-figure losses on the line, CN was given permission to abandon the line in December 1988. Shortly after, Nylene Canada predecessor BASF took steps to buy the rails while the old Regional Municipality of Ottawa-Carleton purchased the land, with an eye to future transit uses.

In 1987, CN moved a total of 96 cars on the line, 95 of which went to Nylene (BASF), one to a customer in Carp, while a single car was shipped out from BASF. The railway reported a loss of $328,730 on the line for 1986. During the abandonment proceedings, CN was discussing the possibility of BASF being served via its old diamond connection with the old CP Chalk River Subdivision through Arnprior. Those talks didn’t amount to much and now, both lines are gone through Arnprior proper.

It’s interesting to look through documents from the abandonment proceedings at the time, since the Teamsters Union suggested that CN had two other customers on the line that were looking for better service, Sullivan’s Lumber (now a Rona outlet) in Arnprior and Carp Flour Mills in Carp. I doubt that three customers would make this line profitable, but it’s always interesting to see how differently these small rail lines are viewed, depending on your point-of-view.

When the Ottawa Central Railway took over freight operations in Ottawa in 1998, it inherited this line and ran weekly service out to Nylene Canada, sometimes on Thursdays and sometimes on Sundays. When CN bought out OCR in 2008, it resumed weekly operations to Nylene Canada, mostly on Wednesdays.

CN 589 westbound near Corkstown Road, just east of the beginning of the Renfrew Spur (2017)

While the demise of this line as a going concern for CN is not all that uncommon in the years post deregulation, the line’s history and possible redemption as a future commuter line make its story worth exploring.

The rail line was completed in 1894 as the Ottawa, Arnprior and Renfrew Railway, one of many lines that dotted the Ottawa Valley at the time that railways relied on timber, natural resources and early small-scale industry to serve the valley. Three years before service started through Renfrew, the line was merged into the Ottawa, Arnprior and Parry Sound Railway. In 1899, the line was merged into the Canada Atlantic Railway, which in turn officially became part of the Grand Trunk in 1914. The GTR was then combined with other struggling railways to form the Canadian National Railway in 1920.

What many people might not realize is that the Renfrew Sub once stretched from central Ottawa to Whitney, a distance of 145 miles or 233 kilometres. Going further back, it was once a key part of John Rudolphus  Booth's empire that linked his timber holdings in the Algonquin Park area to Depot Harbour. The Ottawa portion of the line originally began by branching off from the Alexandria Subdivision just southeast of the old Alexandria alignment when that line proceeded up the Rideau Canal to the old Union Station downtown.

A vintage CN system map, which shows the former Renfrew Subdivision extending beyond the town of Renfrew. At one point, the rails went all the way to Whitney. These days, the line barely makes its way into Renfrew County

The Renfrew Sub generally ran east-west along what is now the Queensway. Even before most of the railway lines in central Ottawa were taken up in the 1960s, the Renfrew Sub between Deep Cut (its junction with Alexandria) and Chaudière Junction (its connection with the CP Ellwood Sub where the Queensway now stands) was taken up. CN operated its last train on this old right-of-way in 1952 and the rails were pulled the following year.

It’s interesting to note that the 80-foot strip that CN owned where the Renfrew Sub operated had to be expanded by 100 feet when the land was sold off to what is now the National Capital Commission. That meant having to negotiate with landowners in order to have the proper amount of space to build an expressway. That would never happen today.

Even while its downtown portion was being pulled, the sub hosted daily freight service in the 1950s between Ottawa and Renfrew. By the mid-1960s, the frequency had dwindled to three freights a week. By 1974, service was reduced to an as-needed basis. In 1983, tracks between Whitney and Renfrew were pulled up.

One of the few spots in the city where you can actually see the old remnants of this line is through the old Nepean Equestrian Park, now known as Wesley Clover Park. Just west of Moodie Drive, right off of Corkstown Road, you will see a recreation path running arrow straight toward the Beachburg Subdivision and the old Nepean Junction. The trail is known as the Watts Creek Pathway. That is one of the few visible portions of the old Renfrew Sub.

The decision to sever the downtown portion of the Renfrew Sub was an easy one. The line essentially paralleled the much busier Beachburg Subdivision through central Ottawa. Whereas the Beachburg Sub was an essential component of CN’s northern transcontinental line, the Renfrew Sub was already seeing its traffic wane, with a number of industries fleeing Ottawa’s central areas, as the beautification efforts began transforming the face of the city.

Looking at old railway maps, it’s fascinating to see how CN and CP operated in decades past, when carload operations were the norm, which often ensured the vitality of these small rail lines. Of course, now that CN and CP are focused on economies of scale, this approach to business is long gone. But the Renfrew Sub through downtown Ottawa at one time counted a fair number of small-scale industrial customers along its right-of-way.

Fellow blogger Eric Gagnon of Trackside Treasure pointed out an old photo of downtown Ottawa, where a gravel dock is clearly visible along the Rideau Canal on the opposite bank near the old Union Station. I have seen that photo before, but his message was a good reminder of why there were once so many rail lines dotting the landscape through the central part of the city.

The Arnprior Turn's Greatest Hits (and Misses)

The Arnprior Turn has been a mixed blessing for this blog. On one hand, it really has generated a lot of enthusiasm among local railfans. It has also spawned a lot of discussion on this blog. On the other hand, it has at times overshadowed everything else that I wanted to share. Don't get me wrong, I'm not complaining. I'm just trying to describe my ambivalence toward this one lonely train.

The reason I sometimes stay away from posting too much about CN 589 is because someone from outside the city might get the impression that there is nothing else to see in Ottawa other than this lonely little runt of a train. No so. CN's freight operations east of Walkley Yard are much more extensive. After all, CN has to interchange cars at Coteau, Que. It also serves Ivacco in L'Orignal. These trains have never really been covered in this blog simply because I don't have the time to catch these freights. One day...

And, let's not forget that CN also operates 589 on the Smiths Falls Sub twice a week, for the most part, where customers like SynAgri and Kott Lumber require fairly regular drop-offs and pick-ups, depending on the time of year.

All this to say, there is more to railfanning in this city than the Arnprior Turn. However, I have pursued this train for several years and have caught it a select few times. The trick to catching this train is figuring out how much work CN crews need to do in Walkley Yard before they set off for Arnprior. But I have caught the train a few times and wanted to present a small photo album of my favourite shots from my meets.

In April 2015, I nearly caught the Arnprior Turn on its return to Walkley Yard. I say almost because I was a little late and watched the train pass over the Moodie Drive flyover as I waited at a traffic light. I was just on my way to a spot to photograph this train when it passed by me. This was the only really decent shot I got while waiting at the traffic light. It was the first of many frustrating experiences with this train.

A month later, I had a morning to myself so I set off for a spot on the Trans-Canada Trail near Corkstown Road to catch this train. I had heard that it was passing through at a certain time. The tip turned out to be a good one, as I didn't have to wait long to catch it. This was one of the few times when I was able to catch the train at this spot. Its timetable often fluctuates, which means it will leave you waiting. And waiting.

I didn't have to wait too long to catch this train a third time. In September 2015, I was on parental leave and would sometimes take my baby daughter on a short drive before I picked up my oldest daughter from daycare. I often took a different route to the babysitter's house so I could pass by the Beachburg Subdivision's Corkstown Road level crossing. This was the result as a two-car consist was making its way back to Walkley Yard. It took a lot of photoshopping to touch up this shot, which was taken in some harsh sunlight from a parking lot near the crossing.

I mentioned that this train was a frustrating one to catch, right? In June 2016, I was taking photos near Fallowfield Station when I decided to head back to Bells Corners to set up for a meet with this train. As you see, I was just seconds late. Here you can see the train crossing Highway 416.

In February of 2016, I was on my way home from an early morning appointment when I was travelling on Northside Road, which parallels the Beachburg Sub. I nearly missed the train, but as it passed, I managed to pull over and get a few shots. I can't tell you how many times I have had near misses with this train. Thankfully, this hasty meet turned out okay. I got quite a few shots from this meet, but I liked this one. As I mentioned before, the changes in this train's timing often meant I have been left waiting at this spot only to realize I was not going to catch 589.

Since I have been back working in downtown Ottawa , I have not been able to even think of chasing this train. My last meeting with this train was again on the Trans-Canada Trail near Corkstown Road in April of this year on a day off. I really liked this shot because it captures a vintage GP9 in the old safety scheme pulling a four-car consist. This is the longest Arnprior Turn consist I have seen. The crew even gave me a wave. I would imagine they have a good laugh at the few foamers who bother to try and catch this train.

Oh so close

There's a good explanation for this shot.

Yes, the shot below is the ever elusive CN 589 heading back to Walkley Yard on a recent Wednesday. I have found some time over the summer when I have  finished work early and camped out at a spot along Northside Road in the hopes of catching the Arnprior Local. Well, I managed to catch it last week, although just barely. There's a decent story behind this shot.

I sometimes head out to take some quick shots of late afternoon Via Rail corridor trains in Barrhaven. I have been experimenting with vantage points along this walking trail beside the tracks. You can access it from Cedarview Road, right at the point where it abuts at the Smiths Falls Sub. Given the greenery that has been growing on the safety fence, the sightlines are limited. This image below is one of the better shots, although for the most part, the images didn't quite work out the way I envisioned. That's part of experimenting with different locations.

Anyway, after I caught Via Train 55 westbound, I checked my watch and noticed that the timing could possibly be right for me to camp out alongside the Beachburg Subdivision to see if I could catch the Arnprior Local. Its timing has been inconsistent since I've taken an interest in it, but there are a few times that seem to produce better results.

I began making my way back to Northside Road, just in case 589 showed. The mistake I made was making one tiny pit stop on my way to Northside, which cost me a few minutes. It turns out that those minutes were crucial, since the local was already moving along Northside Road when I arrived. And, as is Murphy's Law, I was stuck behind a law abiding citizen who was driving below the speed limit, which hampered my ability to pull up to a spot and quickly grab a few shots.

The top photo you see was the best I could do. And, yes, the car in the shot is the law abiding citizen who didn't help my efforts. I still like the shot, though, since it captures the train in the midst of a busy urban environment. You wouldn't know it by looking at the photo, but the train is actually crossing the bridge that carries the Beachburg Sub over Highway 416.

What's the lesson? Well, I guess you could say don't dawdle when you are pursing a train and stay focused on the task at hand (but do it safely, of course). Truthfully, there is no lesson. I could have just as easily showed up trackside only to be skunked once again. Such is the life of a railfan in Ottawa.

I am grateful that railfans continue to report their 589 sightings to this blog. A reader mentioned to me that he saw the Arnprior Local making its way west to Arnprior on July 4th, which was a Monday. This certainly adds another layer of complexity to our collective efforts to shoot this train each Wednesday when the train doesn't even make its rounds on Wednesday!

Oh well. As always, I'm hoping my lack of success at least makes for interesting reading.