Updated: The CP transcontinentals stir up young dreams in the 1950s

After hearing so many stories of life in rural Northern Ontario from my father, you'd think I'd get sick of them. But I don't. 

(Note: There was some confusion and errors on my part about what power pulled the transcons for CP in the 1950s and 1960s. Thanks to Eric Gagnon for setting me straight! That's why I ask the experts.) 

He told me a story the other day of growing up in Chapleau, Ont., where his father (my grandfather) worked as a rolling stock mechanic for the Canadian Pacific. My dad recently took the Canadian across Canada, allowing him to fulfill a childhood dream. He relayed to me a story after his trip, saying he used to enjoy watching the passenger trains go through his town when he was young, including the transcontinentals.

He recalls my grandmother telling him: "Those trains are for rich people." I think it might have been her gentle way of tempering his young dreams a bit, as my father was one of six children who grew up in a modest working-class household. Even though my grandfather had an employee's rail pass for the Canadian Pacific system, I doubt it would have been accepted for the premier transcontinental trains.

Above is a scanned image of a postcard I have in my collection of CP's early Canadian advertisements. I have this poster on the wall of my home office, where I spend my workday and where the Beachburg Sub takes shape. 

But I was curious about my dad's recollection. What train was it that he saw that ignited his imagination? The Canadian was launched in 1955 by the Canadian Pacific as the only streamlined transcontinental train across Canada with dome observation cars. CN's Super Continental could not boast the streamlined coaches or domes when it launched at the same time. 

Checking the CP Public Timetable from 1956, the westbound Canadian didn't arrive in Chapleau until 4:25 a.m., which means this was not the train my dad saw. However, the eastbound Canadian arrived in Chapleau at 7:21 a.m.*, which makes it possible that this is what my dad saw. 

(* - The timetable lists two separate arrival times for this train, the other arrival time being 7:06 a.m.) 

It should be noted that CP operated the Canadian from two starting points on its eastern flank at this time. One section operated from Montreal's Windsor Station, where it would make its way west via Ottawa, Carleton Place, Pembroke, Chalk River and through to Sudbury, where it would then be combined with the separate Toronto section of the train, which originated from Union Station in downtown Toronto. The Montreal section of the Canadian was Train 1 westbound while the Toronto section was Train 11. The eastbound return sections of the train, which were split at Sudbury, were Train 2 to Montreal and Train 12 to Toronto.

Postcard image of both CN's Super Continental and CP's Canadian at Ottawa's railway station in 1971. Both launched in the mid-1950s, these two transcontinental trains originated in Montreal, although CP also had another section of its Canadian that originated in Toronto (postcard courtesy of Eric Gagnon of Trackside Treasure). 

This image, above, is of the Canadian circa 1968 at Carleton Place, Ont., west of Ottawa. By this time, the train could have been fully transitioned to its CP Rail action red scheme, from its original maroon and yellow trim. However, I am reasonably sure that this was likely the style of Canadian that my dad would have seen in the late 1950s and early 1960s going through Chapleau. Photo is courtesy of the Canada Science and Technology Museum online archives.

There's another layer to this story from my dad. Was it really the Canadian that had him dreaming as a young boy? After all, the Canadian Pacific also had another transcontinental train, the Dominion, that made its way through Chapleau at the same time. 

Unlike the Canadian in the late 1950s and early 1960s, the Dominion was not a fully equipped streamliner. It was CP's second premier cross-Canada train, having begun operations in 1931 as a summer special before becoming a regular fixture in the timetable. This train itself was the successor to CP's first transcontinental train, the Imperial. 

Like its sister transcon, the Dominion also operated in two sections east of Sudbury, one originating in Montreal and the other from Toronto's Union Station. The Montreal section was added shortly after the train first began operations from Toronto.

Looking at CP's 1956 schedule, this train was clearly the forgotten stepchild once the Canadian was introduced. Its slower schedule meant it was significantly shortened after 1955, as its express mail business was shifted to fast freight trains and the speedier Canadian. The concept for the Dominion changed from a true transcontinental train to a train that provided local service across the continent. It seems as though its mission switched to being a local train that people would take to various points all along its run from the east to Vancouver. It soldiered on until 1966, when it was officially discontinued. In 1967, a version of the train was retained to take people to and from Montreal for the Centennial Expo.

But for my purposes, I am interested in when it made its way through Chapleau. Looking at the same CP timetable from 1956, the westbound Dominion arrived in town at 11:55 a.m while the eastbound arrived at 5 p.m.

This, to me, is proof that my dad likely saw the Dominion coming through town, and not the Canadian. Still, to a young boy, I would imagine either train would have been fairly impressive in the late 1950s and early 1960s. At a time when both CP and CN were seeing the last of steam, the steamlined transcons, likely pulled by sleek diesel units, would have been a modern marvel.

I'm assuming that, since the Canadian was all sleek and modern when introduced in 1955, the Dominion was still very much a product of earlier passenger rail cars, like this.

An example of Canadian Pacific's older passenger equipment that would have seen use on its transcontinental train, the Dominon, when the Canadian was introduced in 1955. This car was part of CP's Holiday Train in 2017, here making a stop in Finch, Ont.

The other question that comes to mind when considering my dad's story is what pulled the Dominion in the mid- to late-1950s? Thanks to Eric Gagnon of Trackside Treasure, I can confirm that this train was usually pulled by General Motors FP units in an A-B-A arrangement. The same was true for the Canadian. Here's an explanation from Eric:

The FPs (ordered by CP as dual service Freight/Passenger) were needed for the steam generators on the Canadian. They were four feet longer than Fs, due to the steam generator in the carbody. CP ordered eleven new FP9As, 1405-1415, and eight F9Bs, 1900-1907, for the Canadian. It also renumbered five FP7As (4099-4103) to 1400-1404. These FP7s had been purchased in early 1953 and had served on passenger and freight trains in southern Ontario. In dual service, they were geared for 77 mph. When dedicated to the Canadian, they were re-geared to 89 mph, the same as the FP9As.

 

 

This is an example of the type of locomotive that sometimes pulled the Dominion in the late 1950s and early 1960s. Photos of the Canadian show it being pulled by FP units almost exclusively. Photo is courtesy of the Canada Science and Technology Museum online archives.

What's interesting is that, in my searches, I found several images of PA units like this one above pulling the Dominion. This was clearly not the norm, judging by the images available of CP's transcons at the time.  

In sifting through some images from the 1950s in books, which I cannot not reproduce here, I did find one image of the Dominion making its way along the Lake Superior route in 1951. That train, pulled by a steam engine, had six coaches of some sort (possibly a sleeper or dining car, although there's no way to tell from the image), two baggage cars and four mail express cars. 

In the same book, I found another image of a passenger train with both streamlined silver and older red passenger cars intermixed. The shot shows the tail end of the train, with a curved observation car with the Dominion markers attached to the back of the train. This image looks like it was taken much later, but there is no way of knowing what train it is from the information in the book. It seems to me it is not the Dominion, which by all accounts was a short train after 1955. Maybe it was an expanded version of the train that served the demand for people going to Montreal's Expo 67.

But, in seeing this photo of the mix of older and newer CP passenger cars together, once again my research jived with information provided by Eric. Even in the 1960s, when the Dominion's status was very much in limbo, the consist of this train was very much a regular mix of older and newer passenger equipment, depending on when you caught the train. The train would look different depending on where it was at in its journey, with cars added on, depending on the needs of where it was geographically. 

All this to say, would a train like the Dominion, which was far removed from its peak, be enough to capture the imagination of a young boy in Chapleau in the 1950s? Maybe. 

Before I forget

It's always a nice feeling when I remember I have a bunch of railway photos from last year that I still haven't shared yet. This week, I recalled a batch of photos I had taken in Sarnia and elsewhere that had not yet made it into a post. So here are some lost photos from my wanderings in the past year, as well as from this past spring.

Resting on an early November morning under a big Southwestern Ontario blue sky, a host of CN road power points east at the east end of the Sarnia Yard, likely awaiting the next train to pull toward Toronto. I would venture a guess that the power here is usually substituted onto trains that originated in Chicago and make their way east under the St. Clair River tunnel. I do know that significant cuts of cars from the Chemical Valley are put together here, so it is possible this power is for Sarnia-originated trains. I do see a CN 100 unit partially hidden behind a railway maintenance truck. 

I was aboard Via Rail Train 84 eastbound when I captured a few images in the yard. To be honest, one of the Via Rail service managers insisted on instructing me on the the safety features of the car, as I was one of the few people aboard. Being a good citizen, I listened patiently, even though I wanted only to capture a few photos before I left my hometown. 

 I like this shot as well, as it is a showcase of three different CN paint schemes from the side.

One final image from Sarnia Yard of a former leased unit, now stencilled as CN on the cab. This unit was sitting on its own, far from the area where the rest of the power was arranged. I would imagine this unit was between switching assignments. Usually in the yard, the switching is done by the older, smaller geeps without the wide nose at the front of the cab, but it's also not uncommon to find a larger unit like this one assigned to switching duties. 

This next shot was taken at Fallowfield Station in May. I don't generally take a lot of shots at this station anymore, because I think I've exhausted most of the photo possibilities there. However, I did see an opportunity to get low at the extreme east end of the platform. At this point, there is a shallow drainage ditch. I got down in the ditch a bit and took a shot from way down low, trying to see if it met my criteria as something different. 

As you know, Fallowfield is a place where you can get up close with trains, but the shots almost inevitably end up being very tight wedge shots. I like that we can see the gravel laneway to the tracks and the bundle of rubber strips that were used to refurbish the station platform between the main line and the passing siding. You can even faintly see the signals closer to Woodroffe Avenue. The clouds in the sky also lend this image a bit of interest.

 

Here's something from Stratford that I'll get into a little later in another post. I am lucky that I get to visit this town once a year to take in theatre, visit with family and make my way trackside to see both CN and GEXR in the city. Here's a shot taken against the harsh summer sun of a CN local heading into the city from Kitchener. 

 

 

As I was going through my photos from last year, I knew I had a few items from both Stratford and Sarnia to share. I'll share more of this meet in another post, but I thought I'd include one of my favourite shots, even if it's tainted by the harsh morning shadows. Even in touching it up, the shadows are still pretty profound. But how cool is it to see two GP9s (one GP9 actually, I didn't look closely at the second unit, which is a GP38...thanks to a reader for pointing this out) in the safety stripes scheme still soldiering on in 2025? This photo is timeless in certain respects. It could have been taken 10, 20, 30 or 40 years ago and you wouldn't be able to tell the difference to the scene today.

Wrong place, right time

After the school year was through, my family headed out of town to Toronto to do some touristy things. While there, I was able to sit trackside for a little while, taking in the continuous movement of trains in and out of Union Station, most of them GO Trains as well as the Union Pearson Express. This time around, my family decided to stay at a hotel near the airport and commute into the downtown aboard the UP Express. This made our trip much easier, as the downtown was packed with fans for a Friday World Cup match at BMO Field, uh Toronto Stadium. 

I was quite impressed with the overall experience of riding the UP Express. At our hotel, you could catch an hourly shuttle to the airport, where the UP Express leaves from an elevated platform, high above ground level. The train itself is quite comfortable. The seats are very much a step above what you would expect to find on a commuter train. The fare for the downtown service is about $12, depending on your age. There are also family passes, which we used several times.

In total, the trip takes about 20 minutes. The cars feature lots of storage space for luggage, which is to be expected, given its purpose in serving the airport. What I did not expect was that the train is very much in use as a local commuter connection for Toronto residents. It makes stops at Weston, Mount Dennis and Bloor before ending its eastbound journey at Union Station. While aboard, I took a quick shot of the layup yard west of Union Station, where a few GO Trains were parked before heading back into service during peak times.

On our first day downtown, my wife took my oldest daughter to enjoy some theatre while my youngest wanted to go to the Hockey Hall of Fame, which is just a quick walk from Union Station. We had a good time there, as the Hall of Fame is very much geared toward young people. When we were done, we proceeded back to Union Station and took a quick walk along the Skywalk, which is an interior pathway from Union Station over the tracks to the CN Tower. At that point, it becomes an outdoor pathway to the Rogers Centre (I almost typed in SkyDome). 

After a walk to the Rogers Centre and a few photos, we decided to head back to the Union Station food court for an early dinner and a train ride back to the airport aboard the UP Express. I did get a few photos of GO Trains. I thought this one was nice, as the train is emerging from the shadow of the stadium as it makes its way to the station.

But it was on the way back to the station that I saw something I had never seen before.

I had to look twice before I realized I was seeing the Canadian, Via Rail's premier transcontinental* train. I have only seen this train one other time, just barely, as I caught a glimpse of it backing into Union Station from my hotel near the tracks. Those photos were mostly useless. 

(* - transcontinental is a bit of a stretch, as it covers the distance from Toronto to Vancouver in each direction, although in earlier times, the Canadian also served Montreal as well) 

This time around, I was able to confirm with a friend in Toronto that this was indeed Train 2, hours late, in the wrong place at the wrong time, essentially. My friend said the train was overly late arriving at the station and was parked in an awkward spot, as it was getting near to the evening rush hour, when GO Trains would be flocking to the station. It was bad timing for Via Rail, but perfect for me. 

 

Given the glass in the Skywalk is almost universally clouded, I had a hard time finding a decent pane that would allow me to get a good image of the train. This attempt was okay, but I would have liked to find a wider angle.

 

This shot from almost directly overhead was okay as well, especially since I was able to get an evening GO Train in the same frame. However, it doesn't do the Canadian justice, as you cannot really make out the train's true character from this vantage point. You can make out the two F40s, hitched to each other elephant style, but other than that, there aren't a lot of clues to let you know what train this is, unless you are in the know.

 

Here's one final shot, with another GO Train on the left of the frame. Again, since my choices were limited by the quality of the glass I was shooting through, I did the best I could and tried a few different angles. The other limiting factor was that the train was only partially visible from beneath the train shed.

 

That lucky meeting with the Canadian kicked off a week of epic railfanning, both in Toronto and in the Sarnia area, where I was visiting family for a few days afterward. Much more to come from my summer travels. 

From Main Street to the Back Forty: The Renfrew Subdivision (Part III)

In the first two posts about the former CN Renfrew Subdivision, I explored the rail line's creation as an important link between Western Canada and Eastern Canada. The line, as originally conceived, was meant to handle prairie grain at Depot Harbour on Georgian Bay and move it east. The same goes for timber harvested in Algonquin Park, which the railway's owner, John Rudolphus Booth, also controlled. In the 1930s, the line was severed in two in Algonquin Park, as a faulty bridge was never repaired. From that moment on, the rail line, now a CN concern, was a regional right-of-way with significantly less traffic.

Read Part I and Part II.

After that transcontinental resource and timber traffic died away, what were left were local freight and passenger services, linking the Upper Ottawa Valley with Ottawa. We traced the path of the CN Dayliner from Ottawa all the way to Barrys Bay in the first two posts. 

Through the years following the line being severed, the Renfrew Subdivision saw its share of interesting equipment, including the precursors of the Budd cars, the doodlebugs (as above). These units were meant to make marginal passenger lines more cost-efficient, but by the 1950s-1960s, the car was king and these passenger lines could barely hang on. 

In 1961, the passenger service was discontinued, as the line essentially became a marginal freight route. 

 

But, up until the discontinuation, you could ride the rails from Ottawa to Barrys Bay six days a week and back, except Sunday. There were even times when the passenger service came in the form of a full-fledged consist, with a steam engine, baggage car and coaches (all images in this post come from the Canada Science and Technology Museum Archives). 

 

As we explored in the first two posts, by the late 1950s and early 1960s, you could leave Ottawa's Union Station downtown at 4:30 p.m. and arrive in Barrys Bay at 7:30 p.m. via Budd car. If you were making your way to Ottawa from Barrys Bay, you would leave bright and early at 4:30 a.m. and arrive in Ottawa at 7:30 a.m., in time for some breakfast and the work day. 

 

However, the Renfrew Subdivision's story doesn't end in Barrys Bay, where regular passenger service ended. Up until the very end of passenger service in 1961, you could take a CN mixed train from Barrys Bay all the way to Whitney, which was the end of track after the line was severed in Algonquin Park. 

 

The mixed service ran Tuesday through Friday as 221 westbound to Whitney and 222 eastbound from Whitney to Barrys Bay. Since we took the train from Ottawa to the Bay in the first two posts, I thought it'd fun to take the mixed to Whitney in this post. There are very few passenger shots of the line past Barrys Bay, so we'll have to make do with what we found.

 

Barrys Bay Station - 9 a.m.

 

Given that the daily CN Dayliner arrived from Ottawa at 7:30 p.m., let's hope you found accommodations in town before getting ready for your morning departure west. This 1958 image, below, of a combine car, gives you an idea of what your accommodations would be on the mixed train west, near the end of service. 

 

From Barrys Bay, you'd be on the train for less than half an hour before coming to the first stop.

 

Aylen Lake flag stop - 9:20 a.m.

 

There are no images for this stop, which sits at the southern edge of part of Algonquin Park. It is listed as an access point for the park, so it makes sense that the railway would have service here at some point, if only for people looking to access cottages. 

 

From Aylen Lake, depending on if you stopped, you would make your way through the former flag stop of Opeongo, which is listed on the timetable, but without a time, which likely means it was no longer a stop.

 

Next up is a former division point and railway town, one that played a major role in the earliest days of the Ottawa, Arnprior & Parry Sound Railway. 

 

Madawaska Station - 10 a.m. 

 

A this point, you've been on the mixed train for an hour and have travelled 21 track miles or 35 kilometres. That means you've averaged about 35 km/h so far. This might be a result one of two factors. Either there were slow restrictions on this part of the line, or the mixed train might have to stop to pick up or drop off freight cars along the way. I can't imagine a lot of trackside business at this point, but you never know.

 

 

This is an image of the Madawaska Station in the 1940s, although it is not clear from the archives information when it was taken. The caption mentions that there was a railway restaurant in the station at this point. This all makes sense when you consider that Madawaska was once a service point for the railway, as evidenced by the roundhouse that once dominated the railway lands.

 

The text accompanying the images from the museum archives mentions the roundhouse was abandoned in 1933. This would make sense, as this was around the time when the line was severed, which would mean it was no longer a through route to Georgian Bay.

 

Here's another image that points to Madawaska's time as a railway servicing point. This image above is from the Grand Trunk era and is labelled as a coaling station. You can see the water tower in the background as well as a caboose. The photos tells a story of a town that once was quite prominent in the CN network.

Stay on the mixed train for another half hour and you get to the second last stop on the remaining subdivision.

 

L'Amable Station - 10:30 a.m.

 

At this point, you're about 30 track miles outside of Barrys Bay, in an area that, judging by the photos I found, is increasingly remote. This is the only image I could find of the L'Amable stop. The caption reads that the water tower was installed here when the tower in Madawaska was torn down. There is another shot of an earlier L'Amable train station on the Bancroft, Ontario website. According to this site, the community was popular with early settlers, who liked its fertile soils for farming. L'Amable is just south of Bancroft.

 

 

With this stop out of the way, you are now into the home stretch of CN territory in this part of the province. You are now headed to the end of the line.
 

Whitney Station - 11 a.m.

 

Half an hour after passing through L'Amable, you will arrive at Whitney, the end of the line for this subdivision. You can see that there are loaded cars, possibly full of agricultural goods. Off in the distance is a caboose as well. 

 

 

Again, the stations on this stretch of the line seem much more suited to cottage country. They do not follow the architecture of the stations closer to Ottawa. And while this rail line by the 1960s was a branch-line operation, there is some photographic evidence that the line still held an important purpose for local businesses and farmers.

 

This shot, above, is one of the first I found when researching this line. You can see a truck dumping farm products into a car on the right side of the image. This means that the subdivision was still very much a vital link for farmers and their markets in the 1950s and 1960s. You get the idea how much the transport of grains has changed by looking at this image. No hoppers or cylindrical Canada cars; just these cars, which are loaded from the top by dump trucks. 

If you needed to get back east from Whitney, you'd have to take the following day's mixed train back to Barrys Bay at 11:30 a.m., which would put you in the Bay at 1:30 p.m. In many ways, right up until the line was torn up all the way to Arnprior, the Renfrew Subdivision was a throwback in most respects. It served the small communities along its line for decades, until the business dried up. 

 

Today, these images, which were taken over the decades by Aubrey Mattingly, give us a clear picture of what life was like along the rails decades ago. We're incredibly lucky to have this time capsule available to see, which is not the case for many other forgotten rail lines across Canada. 

 

A special thanks to Eric Gagnon of Trackside Treasure for helping me figure out some aspects of the history of the rail lines in this part of the province in the 1960s. Between him, Steve Boyko of traingeek.ca and Kevin O'Neil, I was able to share some fascinating history for a forgotten stretch of track.  

From Main Street to the Back Forty: The Renfrew Subdivision (Part II)

In part I of this topic, I covered off the history of the Renfrew Subdivision trackage, which once extended from Ottawa all the way to Depot Harbour (Parry Sound) on Georgian Bay. The line, built by John Rudolphus Booth in the late 1800s, was a resource line at the beginning, carrying western grain from Georgian Bay and timber from Algonquin Park all the way to Montreal or Vermont, where Booth's railway lines (Canadian Atlantic) gave way to others. 

Over the years, the western grain shifted to Great Lakes freighters via the most recent Welland Canal and the timber in the park was exhausted. The line ceased to be a busy link in the transcontinental  network. The original Ottawa, Arnprior & Parry Sound Railway gave way to the Grand Trunk and finally the Canadian National. In more recent years, the line was cut back all the way to Arnprior and is now owned by Nylene Canada.

Undated photo of a freight train passing by South March (Kanata) along the Renfrew Subdivision. Photo from the Canada Science and Technology Museum online archives

But in 1959, CN still operated local service all the way to Whitney. West of Whitney, the line was severed in Algonquin Park. The western portion was then operated as a stub before it was shut down. As we outlined in the last post, you could still take a CN Dayliner all the way to Barrys Bay on the Renfrew Subdivision, although this service would not last much longer. It was discontinued in 1961.

We began our evening passenger ride from Union Station in downtown Ottawa, where CN's evening train left at 4:30 p.m. Here is what you could expect from this train.

Union Station - 4:30 p.m.

Bells Corners (flag stop) - 4:50 p.m.

South March (flag stop) - 4:58 p.m.

Carp Station - 5:08 p.m.

Kinburn Station - 5:19 p.m.

Galetta Station - 5:27 p.m.

At this point, we are leaving what was then known as Carleton County, later the Ottawa-Carleton Region, and what is now the City of Ottawa.

Once the train crosses over into Renfrew County, it will pass by the former flag stop of Marshalls Bay, which was listed on the CN schedule but without any service. At this point, the railway had already eliminated what it considered more marginal flag stops. The first stop after Carleton County would be Arnprior Station, one of the biggest towns on the line.

Arnprior Station - 5:35 p.m. 

This is a shot, also from the Canada Science and Technology Museum archives of the last CN Dayliner calling at Arnprior Station in 1961. You can see from the image that the Budd car is split in half with one part being for baggage and cargo and the other for passengers. There clearly was not much left in terms of demand. Still, from downtown Ottawa to Arnprior in an hour isn't all that bad. Try doing that by car on the Queensway-417 these days. According to the passenger schedule, the train has travelled 42 miles or about 68 kilometres. That means the train was averaging more than 70 km/h on the line, with station stops considered.

That brings us further west into Renfrew County, into the Upper Ottawa Valley, which once saw multiple train lines running through it (CN Beachburg, Renfrew subs and CP K&P, Chalk River subs). 

Glasgow Station - 5:48 p.m. 

What fascinates me about stops like Glasgow is how close they are to towns. Glasgow was less than six track miles from Arnpior, yet it still warranted a regular stop on the line. This tiny hut trackside is very much in the style of the South March Station, which we saw in the first post. Despite its rural locale, there are two tracks at Glasgow, suggesting there was a passing siding that was perhaps used for local freight delivery. You can see a large barn beyond the station. What I don't see is any road or parking lot next to the station. There looks to be a ramp from the building for a speeder to be eased onto the tracks.

Goshen (flag stop) - 5:55 p.m.

Just a few miles down the line, Goshen is listed as a flag stop station. There is no photographic record of what was trackside at milepost 53.4. but at this point, you would have been quite close to the actual town of Renfrew, so I'm thinking this was a minimal priority at best by 1959. 

Renfrew Station - 6:03 p.m.  

Next up is the town of Renfrew, one of the larger towns on the line. 

Renfrew was one of a few towns in the Upper Ottawa Valley that was served by two railways at one point. The town boasted not just a CN station, but a CP station as well. The CPR took over the former Kingston & Pembroke Railway, which terminated in Renfrew. Its Chalk River Subdivision once passed through town as well. This image above shows you what the Renfrew CN Station looked like 1972, 11 years after the last passenger train called at the depot. Unlike other stations on the line, Renfrew's seemed to have a more decorative turret on the roof instead of a squared off gable. 

It's interesting to note, as well, that CN also had facilities at what was known as Renfrew Junction. This image below showed its facilities at that junction. This building was demolished in 1957, so you wouldn't have seen it if you were taking the Dayliner in 1959.

Admaston Station - 6:15 p.m.

A few miles past Renfrew, you will reach Admaston, although no photos in the archive I check exist for this station. 

Douglas Station - 6:23 p.m.

A few miles past Admaston and you will hit Douglas Station. Here is an example of a station with different architecture compared to what we've seen so far. The platform is covered from beginning to end by a station-length eave. You can see a pallet at the end of the platform and a luggage cart. There's a piece of the community visible in the background to the right as well.

Caldwell Station - 6:28 p.m.

Three miles beyond Douglas brings you to Caldwell Station. There were no shortage of stops on this route for the Dayliner. There is no photographic evidence of what was trackside at this stop.

Eganville Station - 6:40 p.m.

Eight miles further west and you will come to another larger community on this line, Eganville, home to a well-known community newspaper, the Leader. Eganville has struggled in recent years, but the community was featured on the CBC Show Still Standing, where they profiled the community's efforts to keep going amid challenges. The photo below, also from the Canada Science and Technology Museum archives, shows you what the station looked like in the early 1970s, long after the last passenger train stopped at its platform.

 

Like other towns in the Ottawa Valley, Eganville once boasted a CPR station as well, when railways were building lines throughout the area in a competition to exploit the resources of the area. One reference to the CPR station stated that it was on the Eganville Subdivision, which terminated in the town. I had never heard of that old trackage before.

 

Golden Lake Station - 6:52 p.m.

 

We are beginning to near the end of our journey on the Dayliner. The next stop is the community with the picturesque name, Golden Lake. This shot, from the 1950s, shows you another example of somewhat unique architecture on the line. The station is a two-level structure without the angled roof and dormers that many of the stations on this line boasted. It looks more like a commercial building you'd find on a main street. There is a bay window jutting out onto the platform, where the station agent would have worked. The platform has two baggage carts. Off in the distance, you can see a boxcar set off on a siding.

 

Ruby (flag stop) - 7:00 p.m.

 

There is no photographic evidence of what was at this flag stop. But, again, it sounds quite nice, given its picturesque name.

 

Killaloe Station - 7:08 p.m.

 

Killaloe (pronounced Kill-a-LOO) is a name many people in Ottawa are familiar with, as this is a spot where many from the region escape to, as it is commonly known as cottage country in this part of the province. The community's station was very much consistent with other stations on the line closer to Ottawa. I would imagine that this area's status as a getaway was a source of passenger revenue for years for the Canadian National.

 

Simpson (former flag stop) 

 

At this point in the line's history, the Simpson flag stop is still listed on the schedule but there appears to be no service offered at this point, as the timetable does not even list a time.

 

Wilno Station - 7:20 p.m.

 

The second-last stop is Wilno, which is 105.7 track miles from Ottawa, or 170 kilometres. The station has a bit more of a rustic cottage-country look to it, which is in keeping with its location and surroundings. At this point, you've been on the train for nearly three hours and travelled nearly 200 kilometres. Not exactly a speedy ride.

 

Barrys Bay - 7:30 p.m.

 

Finally, you have reached the end of the line for this passenger run, 112 track miles or 180 kilometres from downtown Ottawa. Barrys Bay, unlike other communities on the line, has preserved its station and railway heritage. This is what the station looked like when you would have been taking the Dayliner. This photo was actually taken in the 1970s, after service ended. The station looked a bit rough, but the rail yard it still in place and the station looks like it is still ready to receive passengers or express cargo.

 

Now compare that to what the station looks like today, thanks to friend of the blog, Kevin, our eyes and ears in Windsor. Kevin was recently in Barrys Bay and shared these photos of the station and the adjacent water tower, which once served the railway.

 

The station looks great and has found new life as a restaurant in the community. 

 

 

 

I also like that the community preserved the CN sign on the water tower. It's the little things that make a difference.

 

There is more to the story of the old Renfrew Subdivision than this one train, which made its run between Ottawa and Barrys Bay six days a week (Sunday being the exception) as Train 689 and 690. I'll leave the additional service details for a third post, as the history of this line just keeps offering more for me to share and for us to discuss. I'll finish this post with another image from the Canada Science and Technology Museum archives of a CN special that made its way up the line into the Ottawa Valley in 1972. I would imagine that some of the 1970s photos in this post were captured by Aubrey Mattingly, who might have been aboard this special. It's incredible to me that so much history of this line was chronicled.

 

At one point, it seemed like every community in our vast country was either served by a train or was near a train line. Although much of the Renfrew Sub is a memory, we have lots of chronicled history to relive its glory days. One final post to come, which will chronicle another surprise.

 

Again, thanks to Steve Boyko of traingeek.ca and Kevin O'Neil for their help with this post. All photographs, except for the two modern Barrys Bay images, are taken from the Canada Museum of Science and Technology Archives.   

Part of the landscape

Railways are as much a part of Canada's landscape as they are of the country's history. The same can be said for a number of countries. This week, I am busy working on my house, which needs some TLC, but I had a moment Wednesday afternoon when I took my children out for a drive. We encountered a Via Rail corridor train making its final last few kilometres east from Fallowfield Station toward Ottawa Station.

This is the quick photo I took while we waited for the train to slowly pass the Woodroffe Avenue crossing on the outskirts of Barrhaven. This was the shot that was taken while we were stopped.

I've mentioned several times this year how much I am emphasizing railway photography that includes the landscape. I like this shot because you get a lot of landscape elements. You can see the traffic waiting, the trackside signals governing westbound trains approaching Fallowfield Station and a nice profile of the clear winter sky over Ottawa.

Yes, there is a Venture set in profile, which is supposed to be the purpose of the shot, but I don't mind that it isn't necessarily the dominant element in the photo. I would be lying if I said I set up this shot intentionally. The shot was taken with what there was available in that moment. Using the zoom on a smartphone might have given me a shot with more of the train in the frame, but it would likely also have turned out pixelated, as the camera function on older phones doesn't give you the same crisp shot that an actual camera offers.

The other element I like in this image is that you get to see a fair bit of the train in profile, which I find can be much more interesting at times than a train taken from a very sharp angle. At some point, we need to get away from the 3/4 wedge shot. There has to be more to this hobby than that fall-back option.

Here's another technique I love to see in the other railway blogs I visit regularly. I love it when we are able to get shots of trains from overhead. This shot of a Venture set, which I took last Nov. 24 in Toronto, is one of my favourite recent shots. There isn't all that much to it. You can see a bit of Rogers Centre and the Blue Jays logo in the upper left. There is also a fair bit of the cityscape all around the corridor of railway tracks just west of Union Station. You can also see the signals in the distance. I'm not sure why I like this photo so much, but I do. I like that it looks different than my more standard railway shots. There's elevation, cityscape and a logo. In short, there's a little bit of a story that you wouldn't get if you had zoomed in and focused exclusively on the train.

Here's one final example of what I mean. I will state again that this shot was not taken intentionally. I was in Markham and was near a set of double tracks. There was a parked intermodal train that was waiting another container train heading in the opposite direction. I did get some shots from an overpass, but I was looking for something a little more dramatic, which I was able to get after climbing down a small gully. I found an area where I was safely behind a fence. I took this shot of one train heading one way while another facing the opposite direction waits for the line to clear to it can continue on in its journey. I kept the brush in the shot, as it meant I could also keep more of the containers in the shot. It's not my best shot by any means, but I like that it was a departure from my early railway photography attempts (this was taken in 2013, which was barely a year after I started taking railway photos again).

I know I have made this point a number of times this year, but I can't stress enough how important it is for me to be pursuing my railway photos this way now. We are railfans at at a time of increasing standardization. Much of the rolling stock looks exactly the same. Long lines of grey hoppers and black tank cars with no visual identifiers or logos are now the norm. Most Via Rail consists are essentially carbon copy Venture sets. Motive power on most major railways is essentially the same, in that it all looks very similar. 

For me, I am trying to keep it interesting by changing the one thing that can always be changed, which is the background. By getting new elements in my images to surround the trains featured, I am keeping this hobby interesting. I'd be interested to know what you are doing to keep the hobby interesting.

Winter surprises in frozen Ottawa (Part II)

Recently, I was able to get out and capture some winter images in the city's east end on a bitterly cold day in early February. In my last post, I shared some images of the Bytown Railway Society's equipment parked outside the Canada Museum of Science and Technology. 

While I was in the area, I paid a visit to the Ottawa Via Rail station to see if there was anything interesting to capture. The first thing I saw when I arrived was Via Rail's all yellow consist that's called Lumi. It was idling with the power facing east. That train was Montreal-bound. In the spirit of making railways interesting again, I tried to get what I consider to be a different shot.

I deliberately framed the end cab car against the Ottawa station sign and Via Rail banner. I didn't zoom in much because I also wanted to capture the snow and the distinctive platforms at the station. The train is in shadow, partly because of the position of the afternoon sun and the overhead canopies. I basically left the image untouched. I like the end result. I find many railway images are overly focused on the engines leading a train and not on some of the interesting details. I like the story this photo tells.

Here's another image of Lumi leaving the platform, heading east on the Alexandria Sub toward Montreal. I was waiting to capture a shot of the consist on the east side of the Belfast Road overpass (pictured), but the biting wind and long wait meant I had to change plans. This shot worked out okay, despite the fact that I was on the shadow side of the train. 

The platforms were pretty quiet on that Sunday afternoon. I tried a few shots on the overpass, but the wires make is close to impossible to get a good clean image of anything. I don't have the patience to use photo editing to remove the wires, so I tried to frame Lumi between the wires as best I could. 

Here was the other surprise of the afternoon. When I arrived at the station, there was Lumi facing east and another Venture set on the track closest to Terminal Avenue (south track) which eventually made its way west on the Beachburg Sub toward Toronto. When it left, I saw a single P42, 910,  parked near the station idling on its own. This was a revealing site.

As most know, Via Rail has not had a successful rollout of its Venture fleet. Its continuing struggles with CN over speed restrictions on CN tracks is well known by now. That process continues to play itself out in the courts. But an operational wrinkle has also begun to plague Via's operations in the corridor. You might recall that, recently, Via informed passengers that it was reducing train frequency between Ottawa-Montreal-Toronto. The railway didn't provide terribly clear reasons as to why its fleet, consisting mostly of Venture sets, is experiencing problems. Most people in the know understand that the Ventures are not performing as well as expected in winter conditions.

Here's an interesting explanation shared with me by my friend Kevin from Windsor, who is a contributor to this blog. Here's what he shared, after taking the train for a return trip between Windsor and Toronto:

"One flaw with the Charger/Venture sets that I haven't read about yet is that they apparently have operational issues in the snow when the locomotive isn't on the front end. The attendant who collected our tickets told us this. I paid extra on both trips to choose forward-facing seats but, on the return trip, we were seated backwards. Not good for my wife; she gets motion sick. 

 

I was very particular about choosing the seats and knew that I didn't screw up, so we asked to be switched. The attendant asked if we bought the tickets more than a month ago, which we did. She said that, when the snow got heavy, Via decided to replace the push-pull operations with pull only and keep the locomotive up front. She didn't explain in detail, but said it was a snow issue. So now, they have to wye the trains at endpoints, at least until the spring. 

 

And if you booked forward-facing seats before they changed plans, you have to ask to be re-seated. I would have thought that Via might have a feature in their reservation system that would just reissue seats automatically based on a mirror image when this happens, but clearly RESERVIA isn't that sophisticated." 

 

Thanks to Kevin for sharing this explanation. Kevin also shared that, when Via was running on its own rails between Chatham and Windsor, the train was often travelling much faster than it does on CN rails. Kevin said his train reached 160 km/h and the crossings along the route all worked normally. This is very much consistent with my own experience on Via Rail in November, when my train reached speeds of 163 km/h between Brockville and Ottawa when Via was on its own rails. Like Kevin mentioned, I did not see any crossing malfunctions either.

 

It's tough to hear about Via Rail's struggles, especially at a time when it seems as though there might be political will from the government to better support its operations. It's not surprising, though, that the government is not getting involved in the CN-Via legal battles nor is it doing much to support the passenger carrier other than to press it to do better, given its string of operational woes in the last year.

 

I sometimes wonder how much of Via's problems is due to benign political neglect and how much is due to management challenges. Either way, there doesn't seem to be any daylight ahead for Via, which reminds me of one of my favourite song lyrics:

 

I see the light at the end of the tunnel now.

Someone please tell me it's not a train.