Shedding A Few Tears For Old Locomotives' 1959
Taking Old 419 Off Ottawa-Wal
Pontiac Passenge Run At End 9/29/59
Ancient Steam Engine Holds Own With Diesels, 1959
Montreal Trip On Flyer Combines Speed, Luxury
Wistful Memories As 'Crack Locomotive
Just Rusting Away, November 10th, 1959
105 Years Of Steam Engines Ending For Ottawa, Saturday September 3rd, 1960
Life's Going To Be Dull Without CPR's Old "33"; September 3rd, 1958
Gets A Sound Scolding For Railroadin
Vancouver Only Three Sleeps Away In Push-Butto
It's Montreal To Ottawa Non-Stop In Two Hours
Explaining The Mystery Of Train's Early Run
Railway Keeps Her Around Because Of Her Size (CP 2-6-0 3011) from 1954
The Canadian Hit "Dot" On Trip To Vancouver
Five-Hour Toronto Train Is What Ottawa Needs
Austin Near "Heaven" as "Canadian" Sweeps Across The Continent, April 1955
‘At random , let me mention a few dear. dead friends, over which I would like to recite a requiem.
‘My initial tears must be wept over CPR 437,. which for almost half a century ran on the way freight out of Ottawa. Mostly it was through Vankleek Hill to Montreal, although in a pinch this old ten wheeler could be drafted for the Pontiac passenger.
’The Canadian Pacific never hit on a better class of engine than what came to be known as ‘The D-10” and of these, none more efficient that CPR 1003. She went in 1958.
‘Those who for the last 50 years, took the passenger to Montreal must inevitably have ridden behind 2210, or in earlier days when she was 1010. This light Pacific type was a ’58 casualty.
‘Running faithfully at the end of the war to Montreal via the North Shore was 2393. Comparatively new as engines go, with less than 20 years’ operation, she is now melted down into some re-incarnated steel girder some place.
‘Who can forget the high-wheeled Hudsons.. proudly bearing a crown, carrying the king and queen on the first trip any ruling monarch ever made in Canada. Prominent among these was 2828, now only a magnificent memory.
‘Faithful and long lasting, I first saw freight type No. 3437 in Broad Street yard, back in 1913. Not stylish and not fast, she lasted most of this century till they took her off the rails last year.
‘Finally, who can forget that strange experiment, No. 3000, whose wheel arrangement was, oddly enough, 4-4-4. Its high wheels really whirred when it ran up the Guelph Junction hill west of Toronto and roared to a stop at Galt.
Chicago-based passengers. and tired troops returning to London alike rode behind the oo-00-oo type engine and never knew how hard she worked for them.
‘I could get equally sentimental as I say goodbye to old Canadian Northern class 1408 or Old Grand Trunk 2622. Saw a fond farewell to ex-Canadian Government Railways freight engine 3339. So there are three former railways who ended their days with the Canadian National.
‘Then there is 5604, which John Diefenbaker and I surveyed when we both visited the Canadian National roundhouse at Prince Albert in 1944. It was a light passenger type, described as a 4-6-2
‘The old Canadian Northern Railway was always hard up, and never seemed able to buy more than five Pacific type passenger engines. For years, those 4-6-2 type ran east and west of Winnipeg,. Now gone is the original 5000. It had kept its same number right clear through, from out-shipping to blow torch.
‘Perhaps the finest class the Canadian National ever produced were the high style 6200’s They could haul 20 passenger cars at 80 miles and hour, or drag 100 loads of freight as fast as the International Limited. Their life was like a butterfly’s, brief and beautiful.
‘Never again will we hear the throaty roar of the high-wheeled hard-running Hudsons of the CPR 2820 class. Up they would come from Montreal, with the classy “varnish”, dumping their hundreds of passengers at the Union Station “right on the advertised”.
‘’Those crown-embossed Hudsons were the finest thing that CPR ever operated.
‘If those glossy behemoths had an equal, it would be the CNR’s 6200 class 4-8-4’s. I can still hear their high, piercing whistle, hauling the Continental Limited down from Montreal to Ottawa. Or it could be the westbound, disappearing under the midnight stars, their half-howl heralding the arrival of the new day and assuring the passengers that all was well.
‘ ‘Now we travel swifter, we travel smoother, but it seems to me we also travel more sadly.
‘Eyes take your last look at old No. 419 on the Pontiac run. Because when the Canadian Pacific takes this old-time ten-wheeler off the Ottawa-Waltham run, we shall not see her like again.
‘Smallest of all engines “running passenger” around Ottawa, No. 418, out-shopped more than 40 years ago, is just about panting her last. Once away from Ottawa, she’ll be boiled down like an old horse.
‘No. 419 came out in the halcyon days of 1913, when steam was monarch everywhere and they wanted a fast light passenger engine. In the classing mode of Casey Jones’ own locomotive, the 419 is a ten-wheel type with wheels thus: oo-000.
‘No. 419 has seen a lot of living in her time, but now she has, by the gentle but relentless dictates of time, gravitated to the Pontiac. This is the absolute zero of passenger service out of Ottawa. No engine can hold up her headlight and run on the Pontiac.
‘Worse, much worse, the Pontiac run has now been demoted to a mixed train. Up ahead, one may well see one or more freight cars as the afternoon train clears from Ottawa yards.
‘The Pontiac has degenerated to M543. “M” is for mixed. The also has been running on a five-day-a-week schedule lately. M543 accordingly leaves the Union Station at 2:55 p.m. standard and arrives at Waltham 79.8 miles away, at 6:20 p.m. Returning, she starts from Waltham at 6:30 a.m. E.S.T., and reaches Ottawa Union at 9:45.
‘On Saturdays. she’s out at 1:30 p.m. to give the folks up the valley a chance to shop and still get home for supper.
‘Not only is this magnificent old ten-wheeler the same type as Casey Jones wheeled into eternity, it is the classic North American engine. It is the prototype which made North America what it is. Engines like it opened up the Canadian Pacific to Vancouver. Others of the same ilk ran 120 miles an hour on the Plant Line, Florida-bound, back in 1902, Death Valley Scotty roared across the continent behind a ten-wheeler.
‘So, next time you view old 419, say with Othello: “Eyes, take your last look.
‘And if you really love her, add, also with Othello: “Arms, take your last embrace.
Picture of 425 at Hull (Beemer) and the line below the pic says THE FINAL RUN MADE ON STEAM. (there were 2 further days with diesel 6552 until the 30th).
‘The Age of Steam’ died on the Pontiac, when the last steam train arrived in Waltham last night. Passenger service ended this week after 70 years.
‘The picturesque and historic Pontiac and Pacific Junction started operating trains to Waltham, the end of steel of the line, in January 1887. The railway was originally incorporated in 1880, and passenger service was progressively extended, first to Aylmer, then to Shawville, and so on until Waltham, now mileage 78.9 was reached on a January day 70 years ago.
‘The final run was made with steam, though the train for the past year has functioned with diesel power.
‘CPR train No. 643 described in the time tables as “mixed”, left Ottawa Union Station yesterday at 2:50 p.m. standard time. She carried one express car and one day coach.
‘Strangely enough, the day coach had steam on which could not be turned off, and parboiled passengers clear through to Waltham.
‘Engine No. 426 not only was sounding the death knell of steam, but was getting ready to go on her last mile at the end of the run – to the scrap heap. CPR No. 425 is a 4-6-0 engine, with a wheel arrangement thus: oo-000. It was “outshopped“ in 1913, and therefore is 46 years old.
‘There were some sentimental touches about the last steam train up the Pontiac. Stationmaster Sam Bertand was not only down to wave a fond farewell, but phoned his brother “Cap” Bertrand in Val Tetreau, and the “Cap” emerged from retirement to wave the Pontiac through his home town.
‘At Fort Coulonge, Hugh Proudfoot, former MP, was down to greet the through passengers and mourn at the passing of this 70-year-old train. Also joining the cortege of the Iron horse at Fort Coulonge was William Kenney, the Citizen’s resident correspondent for that area.
‘The gallant little old 46-year-old engine rarely tops 40 miles and hour, but once in a while, she would let herself out to what seemed like a modest 42 or 43 mph, just to show she could do it.
‘Those who have never taken the CPR to Aylmer perhaps fail to realize how beautiful it is in the woods by the river, with a view of velvety golf greens on the north. To the south, Lake Deschenes can be glimpsed, appropriately enough, though the oaks.
‘We “took the hole” at Breckenridge to let a 40-car diesel-hauled ore train go by. We were ahead at Quyon, so there was a pause for pictures.
‘At Shawville, on came the kids. These youngsters go to the good schools of Shawville from towns up the line. Successive batches of youngsters for years have been riding the Pontiac Now the bus will serve them.
‘An interesting ritual was perpetuated at Campbell’s Bay. The boys make a mad dash for the ice cream parlor, buy two cones, and sprint back.
‘Gareth McKnight of Waltham. with two vanillas, won the dash. Bearing two chocolates, Douglas Rabb of Campbell’s Bay was a full eight seconds late. But they held the train. That’s the kind of train the Pontiac is.
‘A mournful few viewed trhe two-car local all along the 79.8 miles like it was the passing of a coffin of a dear friend.
‘Finally the brave little engine, almost cartoon-like in proportions, emerged from the downpour and steamed into the station.
‘On time, she had reached Waltham. She had also reached the end of an epoch.
‘The train crew was: Stanley T. Byron, conductor, 64 Poplar Street; John B. Murphy, engineer, Prescott Highway, Don McPherson, trainman, 15 Irvine Avenue; Erville Coleman, baggageman of Carleton Place.
‘Perhaps it would be more polite to announce that the Board of Transport Commissioners has given the Canadian Pacific Railway permission to abandon passenger service between Ottawa and Waltham, the Pontiac and Pacific Junction Line.
‘Trains have been operating on this line up the Pontiac for almost 70 years. In a judgement handed down Monday and signed by Rod Kerr, Chief Commissioner, the board agreed that the line was not paying, and if the railroad chose, it might abandon passenger service after 30 day’s notice. Such notice is expected from the CPR within the next few weeks.
‘Said the commission, in part: “The dispelling of any doubt in the minds of the residents of the area as to the future of the passenger service, the interests of the public generally and also the interests of the railway company, requires a determination without further delay. We are also mindful of the interests of the school children, some of whom would depend upon the train service to attend school beginning again in about one month’s time.
‘“ Weighing among other considerations the patronage that has been given to the passenger service, our opinion is that the economies that would result to the railway company by the discontinuance of the service outweigh the convenience that would remain with the public by the continuance of the service.”
‘The Board of Transport Commissioners has advised that the discontinuance of the service “shall not take effect before 30 days’ notice of the discontinuance is given by the Canadian Pacific Railway.
‘Thus, an historic link is about to be snapped. Easily, the most picturesque of all the lines out of Ottawa, the old Pontiac and Pacific Junction Railway, soon metamorphosed on popular tongue to the Push, Pull and Jerk.
‘The P. P. and J. remained, in name, long after it got respectability by being purchased by the CPR. To begin with,it started off, lobster-wise, by going its first mile backwards. The train and its cars backed a mile or more over to Hull before it could straighten out and head for the Pontiac.
‘The Push, Pull and Jerk was all of that, as it wobbled to Aylmer, fought its way through to Quyon, then then hit those good towns of “The Pontiac”, like Shawville, Campbell’s Bay and Fort Coulonge. Then it panted its way through, finally, to the quaintly picturesque village of Waltham, 79.8 miles from Ottawa Union Station.
‘Somewhere, after the CPR abandoned the old Broad Street station, now only a memory down on The Flats, “The Pontiac” lost two of its four trains, and operated as one train each way, daily except Sunday.
‘In its day, it carried shanty-men and servant girls to town; it took back commercial travellers and farmers.
‘School kids clergymen and summer resorters, the old Pontiac was all things to all people. Everything came slowly to the this train. Closed vestibule coaches came late in the day; wooden coaches lingered. Electric lights were a recent innovation. The Pontiac never saw a parlor car; nobody can remember a dining car running up Shawville way.
‘Now, the CPR is ready for the requiem and the burial. Seventy year’s passenger railroading are expected to end next month.
‘Express will be served on the way freight three times a week, with highway trucks, being employed two other days.
‘I found myself in the rear of the twin parlor cars which roll smoothly on the dot at 7:55 these gloomy mornings. I thrilled as the 84-inch drivers behind the Hudson-type, 2822, started to bite the rail. I felt that thrilling, ever-tugging ever-chugging steam engine go. It lack, it is true, the serene glide of the diesel. But how affectionately I listed to the big 4-6-4’s heart beat.
Alta Vista and its bumper-to-bumper traffic behind us, it seemed that the big engine laid back its ears like a deer and ran. That rumble was Blackburn and the total mileage was six. At the next rumble at Navan, we had knocked down 12 miles. So the stations passed like picket fences as Leonard, Hammond, Bourget were followed by Pendleton and Plantagenet.
A mile a minute we raced as the big Hudson started to warm up. This was steam travel at its best. Then we paused to see what Vankleek Hill was doing, we gave her the go-by at 30 miles an hour, banged over the CNR diamond half a mile to the east where we crossed the Glen Robertson-Hawkesbury branch, and then we let go again. The upbound diesel passenger to Ottawa, Train No. 233, had thoughtfully taken the siding. Being eastbound, we had the superior direction. The it was Quebec Province and by now, Canadian Pacific’s big monster was rushing long as if it was really beginning to enjoy its work, It sent out joyous clouds of steam and emitted long, strong sausages of smoke as it passed Vaudreuil and Ste. Anne’s as if they were not there..
‘The dining car crew banned all meals except coffee about half an hour out of Montreal and the late and hungry were out of luck.
‘Then, right on “The Advertised”, we glided swiftly and softly into Windsor Station,. The great adventure was over.
‘The steam engine holds its own in this swift run to Montreal with the slick new, soul-less diesels. But it’s on borrowed time. If you want to live over the past, take the early morning train to Montreal.
‘Behind that magnificent Hudson No. 2822, we started to pick up speed as soon as we crossed over the Hurdman diamond, and the snow was really swirling as we did a mile a minute and better through Hammond and Bourget and we roared over the Nation River at Plantagenet.
‘Vankleek Hill is no longer even a flag stop for the high-wheeling Hudson. We said goodbye to Ontario below St. Eugene and above Rigaud, and then we play over the curve at Hudson Heights to pass Lake of Two Mountains.
‘At Dorion, we swung onto the double track, and I hoped for a CNR train to race, but on this race track, we travelled unpaced.
‘There is a delight when one steps into the parlor car, and either has his first or second breakfast. During the session, you can usually pick up some political chat from a member of Parliament.
‘In fact, the early morning train is a veritable club, as Russell changes to Prescott, and Vaudreuil County into Montreal Island.
‘Soon, the parlor car steward is asking you where you are getting off. For the New York or Quebec-bound passengers, there is the bustle at Montreal West. Then the next lot are popped off the train at Westmount, and finally, the train pants happily as it rests after its 111.3 journey in 120 minutes. Steam is still fun.
Wistful Memories As 'Crack Locomotive‘One of the last of the old-time “Pacific” type engines of the Canadian National railways is getting ready to whistle its swan song. It is CNR No 5559.
‘There are a waning few of us around here who can recall when the 4-6-2 type engine came to Ottawa, away back in 1913.
‘At that time, the old Grand Trunk Railway, making a serious bid for the passenger service between Montreal and Ottawa, felt it was losing out to the new Pacific types on the Canadian Pacific lines.
‘So, in the spring of 1913, train fans were surprised and delighted to see on the evening Grand Trunk local from Montreal, as she parallelled the Driveway, some big new Pacific type engines. The Grand Trunk had given up on the lighter 300 class, and such types as 3l5, and its sisters were sent to other branches while engines running where from 181 to 242 began to appear regularly.
The 300-type they replaced were routine ten-wheeler class engines, somewhat reminiscent of the kind Casey Jones had driven to his death at the turn of the century.
‘So began a great era as the Grand Trunk started sending its behemoths up to Ottawa.
‘Conspicuous among these was GTR No. 203, The then comparatively new engine was fresh from triumphs on the main line between Montreal and Brockville. At that time, the fastest scheduled time in all Canada was the two hours and 45 minutes old No. 1 the International Limited,did every day, over the 125 mile run.
‘No. 203 ran 10 years before she became part of the new Canadian National and had her number changed to 5559.
‘As 5559, the transformed CNR engine hauled the Continental Limited up to Brent, the first divisional point west of Ottawa. She ran morning or evening, as the case might be, between here and Montreal.
But the years began to take their toll, and when Sir Henry Thornton brought out the first 6000 class, these finally “bumped” the 5500 class off the best runs.
‘Still, 5559 held on, running sometimes around Ottawa, sometimes out of Montreal.
‘ ‘This class K-3-a Pacific type finally lost out to the bigger power and now bows to the diesel.
‘She operated as a suburban out of Montreal and finally, when her sister CNR 5562 was sent to the shops in Montreal, back came 5559, the old Grand Trunk 203, to Ottawa.
‘Today she is running on the Barrys Bay line, also on borrowed time.
‘One never knows when the “growlers”, the efficient but unromantic diesel, will replace all the friendly and lovable steam engines.
‘So every weekday morning at 7:50 these days, and every evening except Sunday at 3:50, you could see the ancient Pacific leaving the Union Station.
‘Now over 40 years old, and indeed nearing her 50th birthday, the old Pacific runs its 112.3 miles up to Barry Bay stays from 11:32 to 12:05 at this Renfrew County terminal and then starts back,
‘But 5559 is on borrowed time. Some time soon, the big boss will whistle in the 5559 for the last time, and her obituary shortly afterwards will be written from the scrap in Montreal.
Just Rusting Away by Austin Cross, November 10th, 1959
There are 2 pix at the top of the page; first one is CN 5583, next one a switcher, can’t make out the 3rd one; pic below it has 5559 and 3 more behind it.
Second title says ‘Benched Steam Engines Squat Silently On Siding’.
‘Six dead dinosaurs are rusting away silently on the Canadian National tracks at the roundhouse off Hurdman’s Road. They are a mixed group of passenger, freight and yard switching engines. The total ages would aggregate almost 300 years with individual engines being from 40 to over 50 years old.
‘Locomotive foreman Frank G Walton describes them as being “under Tallow”, and most of them could be put back in service under an estimated 24 hours.
‘The history of these old locomotives in pretty much the history of railroading in the 20th century in Canada.
‘Yet, these steel saurians had their glimpses of grandeur as recently as two years ago. Study the line and you will find, second from the south end, is CNR 5559. Though it was built by the long defunct Grand Trunk railway as far back as 1910, this high-wheeling, high-stepper was hustling the first section of the Super Continental down to Montreal only two years back. That was when the diesel-driver Super was dragging its tail, back somewhere beyond Brent.
‘Whenever Ray MacDougall, the the big shot in the CNR hereabouts before retirement, thought that the Super was going to be too late, he would order a “first Number 2”.
‘Thus you would have a steam-driven first section of the Super, made up right here at Ottawa.
‘‘”That 5559”, said Foreman Walton. with love in his eyes and a break in his voice, “would take the Super down to Montreal in two hours flat”.
‘While photographer Doug Gall looked on in non-comprehendingly, Rail Fan Cross lent the foreman a kerchief to mop up a shy tear.
‘In some sentimental vein, the foreman would also use 5562 or 5583, for the elegant Super.
‘These 5500’s go back to the ancient 200 class of the Grand Trunk, now remembered perhaps only by such rail fans at Canon John Smith, rector of Our Lady of Fatima Church.
‘Also in the string of six is 5251, with a proper door in her cab. This writer identified her as an old Canadian Government Railway type. Sure enough, she turned out to be old CGR 479.
‘Less sentimental is a railway buff inclined to be over yard switcher 8360, which was built for the Canadian National in 1929. To an engine fan, this was just yesterday.
‘But a reverend bow for 2609, now 52 years of age, and “outshopped” in 1907. When the Grand Trunk first brought this big one into Ottawa about 1913, she looked to be the biggest thing on wheels.
‘Engine 2609 ran latterly on freight but, after a half century, she has to go.
‘Now the whole six are “under tallow”. Some day soon, the engines will roll as part of their own slow-motion cortege, at an absurd 25 miles and hour, to Montreal and the graveyard.‘Only hoping, Locomotive Foreman Walton is secretly scheming to keep the 5559 in standby shape out at the rickety roundhouse. Maybe, some day, No. 2 will be late, the Super will not be so “super” that day, and out will come the 72-inch drivers of this lean locomotive greyhound, rushing the first section of the Super to Montreal at a mile a minute all the way – and on time.
105 Years Of Steam Engines Ending For Ottawa by Austin Cross, Saturday September 3rd, 1960
2 pix at the top of the page, painting of the first train into Ottawa Sussex Street in 1855 on the Bytown and St. Lawrence, other is CNR 6153
Next title says; ”Sunday Last Chance To See Iron Horse In Action
‘When high-wheeling Canadian National Railways No. 6153 blows for Alta Vista Road Sunday morning, it will sound the death rattle of railway steam engines in Ottawa, after 105 years.
‘Hauling seven coaches, this fast-stepping. rugged passenger engine is due at the Union Station at 11:15 a.m. (EDT). After she has taken coal and water here at Ottawa, the train will leave the Union depot at 1:15 p.m. (EDT)
‘”This is the end of an era.” sagely says Walter Smith, executive representative of the Canadian National Railways here in Ottawa, as he advised parents who want to see this historic event, to take their children down to the station this coming Sunday. It is specifically suggested by Mr. Smith that the most suitable time to see the last steam engine will be from 12:30 to 1:15 p.m. (EDT). For by that time, the engine, all coaled and watered, will be turned around and headed back to Montreal.
‘CNR No. 6153 was “out-shopped” about 1929. It is a Northern type. That is, she is a 4-8-4. In other words, her wheel arrangement is oo-0000-oo.
‘It is a far cry from the first picturesque but feeble steam engine which crawled in to Ottawa through the snow around Christmas 1855. This diamond-stacked job from Currier and Ives arrived at the St. Lawrence and Ottawa Station on Sussex Street,
‘The old St. Lawrence and Ottawa Railway connected the newly-renamed capital with the American border, it wobbly rails running down to Prescott. Those rails still exist as a freight line from Sussex yard to where they join the Montreal-Ottawa main line of the Canadian Pacific at Hurdman Bridge.
‘Competition invaded Ottawa in area earnest during the 1880’s when the Canada Atlantic Railway headed for Ottawa through Glengarry and Russell Counties.
‘Ottawa , through the Grand Trunk Railway at Coteau Junction now had fast, swift service to Montreal over the Canada Atlantic to Coteau. Ultimately, J. R. Booth who built the C.A.R., extended his line to the U.S. border.
‘The Canada Atlantic gave the longer CPR North Shore such a run for its money that at the turn of the century, the CPR built its famous “Short Line” from Montreal to to Ottawa via Vankleek Hill, this reducing the mileage to 111.3 miles.
‘It was during these classic years that the Canada Atlantic and the Canadian Pacific raced each other on these often parallel steam speedways. High-spirited engineers threw the timetables out the windows and made the normal two and a half hour run in as little as l.50 hours!
‘In terms of continental runs, Ottawa was a station on the Montreal-Vancouver run. The Canadian National added their competition in 1920. Both have run daily trains ever since.
‘The Grand Trunk made its belated arrival into Ottawa when it bought Booth’s Canada Atlantic, which, by this time had also gone clear through to Depot Harbor on Georgian Bay.
‘Hereabouts, such quaint rails as the Push, Pull and Jerk (Pontiac and Pacific Junction) as well as the Gatineau were acquired by the CPR.
‘The New York and Ottawa Railroad reached in from Tupper Lake, Ney York, and for many years offered four passenger trains a day between here and Cornwall and beyond. They tore up the rails just a few years ago, and the Queensway now covers its historic right-of-way.
‘Then in 1909, Ottawa’s last railway invaded the capital. The Canadian Northern, that expensive and picturesque toy of the Mackenzie and Mann dynasty came in from Hawkesbury and Quebec in 1909. In November, it made a characteristic if dramatic debut, when it arrived two hours late behind two locomotives. It arrived at its brand new station at Hurdman’s Road. Later, the Canadian Northern moved into the Union Depot from where its trains reached out toward Toronto, Montreal and Vancouver.
‘This last decade, the railways have been reversing themselves in a baleful and tragic strip tease, as they take off this train and abandon that track.
‘So tomorrow, September 4th, when the big 6153 blows for Alta Vista Road, that, as far as railways in Ottawa are concerned, is the end of steam.
‘We had a good 105 years.
Life's Going To Be Dull Without CPR's Old "33" by Austin Cross; September 3rd, 1958
‘The Canadian Pacific Railway took Pool train 23 and 24 off the Ottawa-Toronto run, after Labor Day. Every night, for 18 years now, Saturday excepted, this train has left Ottawa around midnight for Toronto. Though described as “pool”, it ran over CPR tracks with a CPR crew all the way.
‘Back at the beginning of the war, they found the night train, No. 33, so heavy. they started to run it in two sections. (No. 33 actually began to run from old Broad Street Station at the turn of the century). But train controller Tom Lockwood, would not even admit the existence of this new train, since he had decreed that no new trains to go on the Toronto or any other run,.
‘So it was a wide-open secret that there was another train to Toronto at night, and she went by the name: “The Second 33”.
‘In the old days, when I would be playing bridge after 11 p.m. – I lived it up those days – I might look up from my potential three no trump and remark:
“The Second 33”.
“I beg your pardon”, my partner would say Then I would have to explain what the second 33 was.
‘The train ran via Trenton and Oshawa rather than follow the first 33 via Havelock and Peterboro.
‘Everybody liked it, because it left late, and arrived late. It was the last thing out of Toronto at night. In winter, instead of arriving on a cold dark winter “night”, you got to Ottawa late enough to step off in daylight.
‘The secret of the second 33 became such an open one that it was finally dignified with the number 23, and it has run now just about 18 years.
‘But the coach business has fallen off – no one wants to go to Port Hope or Oshawa at night apparently, and the sleeper business has languished, as we’ve bred a new breed of early-to-bed-and-early-to-
‘So say goodbye to this grand war-time train. Her big 2400 blasted her way through what later became Alta Vista We took the curve at Kemptville like a cortege, and the late sitters got a vista of Smiths Falls at one a.m. Came the dawn, and maybe Whitby or it could be rejoining the double track at Agincourt. Then down to Don River till you were set down opposite the Royal York Hotel tunnel.
‘But the biggest thrill of all was on the return trip, when they double-headed you up the long crawl to Leaside Station, while the train fell back to a creep, as the engines cough got hoarser all the time.
‘As I say, the CPR is making life dull for me.
Gets A Sound Scolding For Railroadin
‘I got scolded by a railroader who calls himself “T.A.” He says I muffed things when I described the Canadian Pacific’s mountain climbing type, The Selkirk 5920 series, as “by far the biggest ever to run in Canada”.
‘If you are not a railroader, skip the next paragraph.
‘T.A. chides me for calling these 5920’s 4-10-4’s types, when actually their wheel arrangement is o-0000-oo. The Americans call them Texas Type. Then he notes these 5920’s are the smallest of the Selkirks. Actually, of course, the first 20 of these engines are the most rugged, but they are not as handsome as the 5920-5929 class.
‘Then my critical friend asks what became of the 8000 class. That, I am afraid, is a secret buried in the heart of President Buck Crump. I well remember the whooping and hollering about their super locomotive and the CPR then built a wooden staircase up into her cab, as she stood proudly in Windsor Station. But, alas, somewhere along the line, the big 8000 must have flopped. For not only did they never build another, but they actually tore this one to pieces. It is as if she never existed.
‘I am further told that somebody in the CPR also ordered destroyed all pictures of the 8000 class. Thus does this Behemoth join the dead bones of the earlier 2900-2901 class and the 3100-3101 class, which were spectacular failures. At least, the CPR never built any more of them.
‘It has always seemed to be strange that the Canadian Pacific could never develop a high-class engine with four wheels on both sides. This despite the fact that the CPR’s Pacific’s (oo-000-o) and Hudson’s (oo-000-oo) were so successful. Yet, the Canadian National rolled off hundreds of the 6000 to 6200 class with four wheels on each side, thus oo-0000-oo, as you find them on the 6200’s.
‘Thanks to any non-railroaders who stayed to the bottom of the column.
Vancouver Only Three Sleeps Away In Push-Butto‘Super!”’
‘That is the best say to describe the Canadian National Railways’ sumptuous new streamliner, the Super Continental Limited.
‘On a special tour Saturday afternoon, a preview of this crack continental flier was afforded Ottawa newspapermen as the new No. 1 went from Ottawa to Pembroke and Brent.
‘The Super Continental Limited is the new transcontinental train on the CNR from Montreal to Vancouver via Ottawa.
‘Put in Indian language, the speeded up schedule makes Vancouver only “three sleeps” away instead of four. Winnipeg is only one night from Ottawa instead of two, as heretofore. The Donald Gordon system also insist that their new train offers the fastest time between Ottawa and Winnipeg.
‘However, this train is not to be measured in time alone, as the Saturday safari showed. Sharp at 3:05 p.m., it rolled out of Union Station, Pembroke-bound. Its twin gold and green diesels haul the train so smoothly through the landscape that one hardly knows when one is sitting or where it is stopping, Nor is the average passenger aware as to the high speed he is making. There is no speed up or slow down on the diesel job as there inevitably has been on the romantic if less efficient steam power. Anyway, no more insomnia on the Super.
‘The Super Continental has beautiful new pastel shades for day coaches and parlor cars alike . The trim decor of the buffet longer car spell sumptuousness, exude luxury.
‘In the dining car, whether one relishes his special Lobster National salad or munches an a la carte club sandwich, time and distance seem to roll by effortlessly.
‘Back in the rooms, the new push-button world will be a revelation to passengers. The whole train, genie-like, becomes the willing servant of an exacting traveller, literally at a twitch of the finger tips.
‘The green 6500 and 6600 engines soon had the train out of Ottawa’s Union Station on a Magic Carpet ride. Up in airy Alta Vista soared the Super. Poor denizens out there looked up and forgot their second mortgages as they gaped, wasted the grass seed while their eyes popped. Then gaining altitude and speed, there was the Bowesville Road, here the Rideau River, that was Bells Corners, this was Mallwood (sp). Out into deepest Carleton County, the train purred, as one passed the farm houses where everybody votes the Tory ticket and goes 100 percent for Drew.
‘To many an Ottawa accustomed to this trip at night, it was a revelation to learn that the main line of the Canadian National crosses the Ottawa River not once, but twice, as it takes the short cut cross country to Pembroke. So at Fitzroy, the Super picked its way across the miniature Thousand Islands to the Quebec side. Then a quick look at Norway Bay in late spring, a fast glance at Bristol and here we were crossing the Ottawa again above Portage du Fort and high-tailing it for Beachburg Ontario.
‘All too soon it was Pembroke Junction, where a thousand people turned out to greet the slick new streamliner. Among those coming aboard to greet Eddie Marsh, The Citizen news editor, and other Citizen personnel, was Mrs. Clare Brunton and her sister Mae. Mrs. Brunton, as Jean Logan, was The Citizen’s woman’s editor and feature writer during a brilliant journalistic career. It seemed like old home week up there in Pembroke and it was only broken up by the conductor;s inexorable “All Aboard”. Incidentally, the Super Continental will not stop regularly at Pembroke Junction.
‘The return trip, with the two dining cars serving up meals that had the concentrated cunning of great chefs, seemed to take about five minutes. Before we knew it, here was Ottawa, darn it. We were back too soon.
‘Super is the word for it.
It's Montreal To Ottawa Non-Stop In Two Hours, by Austin Cross
‘History was made last Sunday afternoon, when, for the first time in history, a train was scheduled to run from Montreal to Ottawa, non-stop, in two hours. I was at the ringside, when I stood in the cab of the twin diesel and saw Super Continental No. 1 go from downtown Montreal to downtown Ottawa, a distance of 117.7 miles in 120 minutes.
‘I crawled up into the giant cab of 6503 which was coupled to rear unit 6605. Engineer was Hermengilde Blais, Montreal, while the fireman was Eddie Robertson, 714 4th Avenue, Verdun. Behind us was Conductor J. P. Ouelette.
‘Sharp on four, the fireman cried “Green Light” and he was echoed back by the engineer: “Green Light”. So we began the slow but spectacular journey through a maze of tracks. Not only is it bad enough for the big train to be hypothetically held back by two crossings of the Lachine Canal, it seemed to me also that there were too may yellow over red and yellow-yellow signs. Big American terminals give their crack trains better operating than that. We did not fool around at Turcot for any engine change and once in the clear, there we were allowed to go 60, then 80. It seemed incredible that we then had only 103 minutes to get to Ottawa because the operation department required 17 full minutes to clear the yard terminals.
‘Then we moaned along the Island of Montreal, while the dial went 62-64-70-75-80 and held an even 80 going past Beaconsfield station,. We roared by our opposite number when we passed Super-Continental east of Ste. Annes.
‘Then around the curve which is Ile Perrot and onto the mainland. They gave us a “red” at Coteau and a fellow came out with some orders on a long stick,. I grabbed them. There was nothing in them we did not know. They gave us rights, though we travelled west and in the inferior direction, over No. 50 to pass at Limoges.
‘Then over the CPR double-tracks at De Beaujeu Junction, into Ontario at Glen Robertson, and we took Alexandria on the fly.
‘Up to now, we had lost eight minutes. Come to find out, the front diesel apparently had not read the new time table and thus for more than 60 miles, the big streamliner was being carried by the second locomotive only. Finally, Engineer Blais got the front end working, the big fellow cut in, and we started to race as if chased by the Canadian Pacific.
‘:I’m going to try and make it.” grinned Engineer Blais.
‘There were times we were below 80 MPH, but after we crossed the Nation River at Casselman, we held it a steady 85 MPH, Indeed, when we got on that race track across the “Mere (sp) Bleu”, he had to feed her air once in a while to keep her down to 85. The head end diesel was really feeling her oats now. Too bad No, 6503 hadn’t read the time card earlier.
‘We passed No, 50, the Montreal-bound, “in the hole” at Limoges, and we raced past Vars and Carlsbad as if they were not there. Ottawa terminals gave us the green light all the way in, and we hit the deep cut in an even two hours. That made history.
‘’Jules Leger, External Affairs pontifico, and a parlor car patron, remarked to me as he strode toward the exit: “That was fast”.
Explaining The Mystery Of Train's Early Run by Austin Cross
‘L. B. Miskell writes all the way from Goose Bay, Labrador, to dispute my statement that a train could arrive in Toronto 15 minutes ahead of time.
‘With some acerbity, he says that if I can borrow a rule book from the railway, I will find out that a train “must not arrive more than five minutes in advance of their schedule time of arrival at any station”.
‘Former Canadian Pacific Brakeman Miskell, who is now WO1 Miskell, RCAF, evidently never made the Friday afternoon trip to Toronto. If he had done so, he would know that CPR 263 often carried as many as a dozen coaches to Brockville. This being too much to add to the already heavy CNR No. 15, due soon, the Caadian National makes up an Advance 15. The CNR engine, baggage car and maybe one coach is already on track,. The shunter backs in the Ottawa section, and then the train takes off as Advance 15. Thus this first section of the International Limited runs 15 minutes ahead all the way, and arrives at Toronto Union at 9:30 p.m., standard instead of 9:45 p.m. I hope this answers brakeman-warrant officer Miskell.
The story has a pic of 3011 sitting at Angus, and is from 1954.
Railway Keeps Her Around Because Of Her Size (CP 2-6-0 3011) by Austin Cross from 1954
‘Take a last look at old Canadian Pacific No. 3011. She is the great, great grandmother of all steam locomotives on the Canadian Pacific. Her longevity was inspired by the fact that old 3011 was the only steam locomotive that could go through the Brockville tunnel. The 3011 is 66 years old.
‘When 3011 was “outshopped”, Queen Victoria was on the throne and still had 13 years to reign. President Cleveland was in his first term of office (that’s 12 presidents ago) Prime Minister Sir John A. Macdonald was alive with three years of power still ahead of him.
‘No. 3011 is a Mogul, a type of engine which has joined the mastodon and dodo into extinction.
‘Old 3011 began life as the biggest of her class when she came out of Montreal’s Angus Shops back in 1888. It was the 88th mogul to be built. Known as a 2-6-0, the wheel arrangement is thus: o-000.
‘It was the last of its kind, and the diameter of its driving wheels is 58 inches.
‘At one time, it handled all the fancy high-class freight trains and was even capable of taking a turn on the passenger runs. But the times got out of joint, and for the last ten years and more, it has been a fixture in and around Brockville.
‘Passengers taking the train to Toronto have often seen this old-fashioned engine switching in the Brockville yards. The story was that the engine was the only one that could go through the old CPR tunnel there. This, however, is no longer a valid reason for keeping the 3011, because a diesel can be found that will penetrate Brockville’s ancient ancient bore.
‘No. 3011 did not begin her life exactly as she looks now. Like more than one venerable lady, she had had her face lifted. After all, she came out during an epoch when wood burners were still common, cabbage stacks stylish, and variable gauge a whim of the day. Thus the 3011 you see today does not look like No. 3011 of 1888.
‘Through it all, 66-year-old No. 3011 has survived. Today, the old mogul is vacationing in Montreal.
ABOARD THE CANADIAN (Before Strike) -
‘Even at Field, your fall from the height of land at the great Divide is not over, and so The Canadian drops another 1,500 feet ‘till it reaches the mighty Columbia River at Golden. Few passengers realize how really rugged it is, fighting through the Kicking Horse Pass often at less than 10 miles an hour.
‘Then, once beyond Beavermouth (the most northerly point on the main line of the CPR, by the way), the train starts to climb again,. You think it has been tough up to now. Well here in less than 17 miles, the CPR soars up 1200 feet through the Connaught Tunnel in Glacier, during which time the river at the left dwindles in perspective ‘till finally it seems like a thread on the carpet. Then the long Connaught tunnel and then Glacier. You would think that is all? Engineers will tell you it is as hard to come down a hill as to go up. So The Canadian rolls down 2300 feet in picturesque ellipses through the Cascades, sweeping by gorgeous Albert Canyon on its way,. Here you have dropped from 3778 feet to 2224 feet, or 1500 feet, but you still must plumb the depths by another 900 feet from here to snow-bound Revelstoke.
‘Except for bothersome, if picturesque, Notch Hill, there are no great territorial hazards and you also slip by the cairn at Craigellachie, where at Mile 2530.3, Lord Strathcona drove the last spike and with his final swing, joined Montreal and Vancouver. The bearded Scot completed Confederation right here, little though anybody pauses nowadays to honor this hallowed site.
‘Before morning broke, I awoke to see a big diesel pacing our train across the narrow canyon of the Thompson River in a snowless, gloomy gorge. The CPR had the narrow curves to take on its side and so got ahead of us. But once its pirouettes were on the big side of the river bank curves, we passed it and left it still pickup its way amide the gaunt rocks.
‘Then back under the counterpane again and when I next surfaced, there was green pasture and also a cow. We were now in the lower Fraser Valley. We had sloughed the snowdrifts. Suddenly on another side. there was the ragged duster of the British merchant marine. This was the sea, and here was Vancouver. The Canadian hit it on the dot. At the top of the escalator, Joan, my daughter and Fletcher, my son.
‘What Ottawa needs is a five-hour train to Toronto. Though President Donald Gordon persists in doubting that it can be done, the hard fact is that more than 20 years ago, the Canadian National all but did it in five hours. That was before pooling.
‘In the halcyon days of Sir Henry Thornton and Sir Edward Beatty, the CNR used to run swiftly to Napanee, couple up with the Montreal section, then move serenely on to Toronto. We do the same stunt now but we have the more awkward two-railway deal at Brockville.
‘One of the worst features of the present pooling system is that the day parlor cars are old, the night sleepers almost as ancient. I will say that the CNR have done a lot to titivate their parlor cars while the Canadian Pacific’s 6600 class chairs cars are dull enough.
‘With a five-hour schedule, the CNR can even make it with a light engine and without diesel to Napanee. From here to the junction point at Napanee could be a real, non-stop speedway (with flag at Smiths Falls).
‘As things now are, the morning local runs in on milk train schedule, stops at Hull, Hull West, Ottawa West and Westboro, all in the city limits, you might say. It is a slow affair, and misses the fast train to Toronto (Lake Shore Express).
‘Ottawa deserves a better service to Toronto than the present 6.15 hour time, which is not as good as they were doing 25 years ago. Time brings Sudbury and Montreal closer to Ottawa, but keeps shoving Toronto farther and farther away. We are worse off now than in 1933.
‘Let Donald Gordon put on a train leaving here, say at 5 p.m., and arriving in Toronto at 10 p.m. The CPR nightside pool trains could speed up the slow service via Trenton and perk up the Peterboro night local. (Also cut that 50-minute wait at Smiths Falls on CPR No. 23). For a quarter century now, the night trains have been dull and slow, with old equipment and no eating facilities.
‘No wonder the railways are driving the business to the planes. But first, let’s have that five-hour train.
Caption reads: ‘He’s Not An MP – No. 1 railroad fan of Ottawa, and possibly of Canada, Citizen columnist Austin F. Cross wears a look of happy anticipation as he boards the CPR’s gleaming new “Canadian” on its inaugural run April 24th, 1955. He’ll report on the train’s progress as far as Winnipeg. Photo by Newton.
‘ABOARD THE CANADIAN
‘Somewhere between heaven and earth am I, as I ride through the air, deliciously suspended from a roomette aboard the new Canadian Pacific’s glamor train ‘the Canadian’. Reputed fastest of all coast-to-coast trains in Canada’s history, it is a bit more. It is as fine a train as I ever saw.
‘With its glass-end observation car, its double domes for day coach and sleeping car passengers alike, it is something more than that.
subtitle: ‘An Institution
‘Still only a few hours old, ‘the Canadian’ is already an institution. You feel proud as you ride this train of trains, this super sumptuous string of stainless steel, this thrilling Canadian institution. I am trying to say that, trainwise, I never had it so good.
‘What impressed me most as slid slowly through Ottawa, threaded through Britannia and Stittsville before easing around the edge of Carleton Place was the crowds. They jammed roads and station platforms everywhere. This is not just a train going someplace, this is a tour of triumph. They hung on to the rafters at Almonte and even forelorn Snedden produced a quorum. There were people all along the tracks at Arnprior, and as we ripped through Renfrew, it seemed the whole town was down to wave us through. Soft music wafts us on our way.. The dome car offers sun bathing and there are other enticing amenities.
subtitle: ‘Tour Of Triumph
‘But it seems to me that ‘the Canadian’ has a charm and an atmosphere all its own. This train has elegance. It has beauty. It has an air. It will keep anybody hustling even to equal this sumptuous club on wheels. As I said before, this is not just a train going some place, it is a tour of triumph.