Canadian National In The Maritimes - Part III
1940s - The War Years

By Don Scott, Coquitlam, BC

Canadian National has another passenger service, running three times a week out of Moncton over the NTR (former National Trans-Continental Railway) via Chipman, intermediate stops to Edmundston, NB, with 4-6-2s of 5500 class (later with 4-6-2s of 5100 series, like #5150 or #5151) after 1940. This train ran with head-ends and coaches only.

This particular service actually operated right through to Quebec City using the CPRs "Gare Palais", or Palace Station, a beautiful Chateau style terminal. From Edmundston to Quebec City this train carried sleeping cars from both CPR and CNR westbound and eastbound. Westbound, sleeping cars from Edmundston were put on CPRs overnight passenger to Montreal's CP Windsor Station. The same applied eastbound.

At Quebec City Palace Station CPR did all the passenger switching for its own trains plus CN, right up to almost the end of both CN/CP passenger service. The overnight Quebec City passenger service was a CP/CN pool train but all CP passenger equipment--these overnight trains ran with a long train.

At the outbreak of World War II the railways went into a wartime mode. Eastbound troop trains soon commenced, but being heavy until December of 1939. As a security measure, the CP Montreal-Saint John maine line through the State of Maine was the chosen route for troop movements and other military movements. The reason for this, the CN main-line was along the Gulf of St. Lawrence, and enemy U-Boats up and down the coast.

The CN Edmundston-Moncton NTR experienced increased freight traffic, but it was famous for a good number of wrecks--the same as CN main-line east of Moncton to Truro, NS, and points west of Halifax.

One of the big troop movements on December 9 1939--a heavy troop train arrived in Moncton from Saint John after coming over CPR from Montreal. All CP equipment. CN put a good 10 cars of their own on the head-end with the Moncton 8th Battery Regiment also heading for Halifax and overseas to Britain. The next this troop movement sailed out of Halifax on Canadian Pacific's 42,500 ton flagship "Empress of Britain" (2nd) to Southampton, England.

The liner was still in its luxury state, and was slated for an annual West Indies cruise out of New York, and a few weeks later out of New York on its annual World Cruise. Troop trains through my home town of Moncton increased in numbers eastbound to Halifax, majority CP trains via Sant John and CN taking over from there via Moncton to Halifax. 4-6-2s of 5200 class normally from Saint John, with 2-8-2s of 3200, 3300, 3400s from Moncton to Halifax. By the way December 9, 1939 that eastbound troop train had "Grand Trunk" lettered 2-8-2 #3447.

CN commenced replacing some 4-8-2 6000 class locomotives with the 4-8-4 6100 to 6119 series between Moncton and Halifax, which were normally on fast freights. In 1940 CN's new batch of 6100s new out of Montreal Locomotives arrived, assigned to the Maritimes #6165 to #6179. They were for dual-purpose either freight or passenger.

A number of the new 6100s were assigned to the Ocean Limited and Maritime Express Halifax-Montreal without a change of power. Due to heavy war-time passenger traffic, CN added a new Montreal-Halifax passenger train given the name "The Scotian"--a coach and sleeping car train. The Ocean Limited was made an all sleeping car train. Both the Ocean Limited and Scotian could be seen running in two sections eastbound and westbound.

Additional yard engines commenced arriving from CNs Central Region, 0-6-0 #7371 with swing bell, or clang bell like CP steam style bell, 2-8-0s for switching #2441 and #2442 assigned to Moncton. Grand Trunk Western yard engines were transferred to the Maritimes-Moncton, Saint John and Halifax. GTW 0-6-0s of 7400 series and 0-8-0s of GTW 8300s logo in white. The 7400s as I can remember were: #7473, #7474, #7476, #7477, #7485. 0-8-0s #8324, #8325, #8326, #8328 and #8329.

The GTW 8300s also had the clanging bell--or the swing type bell like CP. Before long, CN changed their bells to the CN standard type clapping bell. CN 4-6-2s of 5200 class in the Maritimes-NB and Nova Scotia were: #5256, #5257, #5258, #5260, #5261, #5263, #5265, #5266, #5267, #5268, #5269, #5270, #5271, #5272, #5273, #5275, #5276 and #5279. These locomotives were assigned to passenger trains on Halifax-Sydney route, Moncton-Saint John, including Cape Tormentine and other routes.

Other 4-6-2s in Maritimes #5503, 5520 numbered series, #5544, #5545, #5546, #5555 and a few others. The 5503 was ex-ICR, the 5520s, 5540s and 5550s were heavier locomotives.

The CN operated ferry "Charlottetown" operating between Cape Tormentine-Borden, PEI--a train ferry, there is still some mystery behind this ship. It was supposed to be going to Saint John, NB, for annual overhaul--a long run in war-time with U-Boats everywhere. They say this ship was torpedoed enroute to Saint John . But to date a mystery.

A number of Grand Trunk Western yard engines were transferred from GTW lines in the U.S. to CN lines in New Brunswick and Nova Scotia. GTW lettered 0-6-0s of 7470 and 7480 series, 0-8-0s of 8300 series. Moncton got a number of the 7400s , plus 0-8-0s #8324, #8326 and #8328. Saint John received #8325 and #8329 plus a number of 0-6-0s of the 7400s. At Saint John, these locomotives could be observed in East Saint John "Island Yard" being an intechange with CPR.

Like Quebec City, CP Palace Station all CN passenger switching was done by CP. At Saint John, NB, CN hauled all CP passenger trains from the large joint coach yard at the east end a mile or so from Union Station. The same applied for incoming CP trains from west--CN done the duties.

Shortly after the Second World War commenced, CN had three passenger trains both ways between Moncton and Saint John, a new train was added to cope with increased passenger traffic--a new westbound and a new eastbound. The Sussex army military base alone kept the railway busy. Besides there was a local passenger each way originating at Sussex to Saint John and back-an early morning departure.

The early morning Moncton-Saint John passenger, known as "The Milk Train" out of Moncton at 0505 arrived Union Station Saint John at 0840 (89 miles) . This train made stops everwhere, dropping off mail and express and picking up traffic. One in those days had to be onboard to find a seat. For the convenience of passengers--an end buffet-sleeper ran even for years on this train--one could go aboard at 2130--for a good nights sleep--have breakfast aboard and arrive Saint John refreshed. Just as this train pulled into Saint John, CPRs morning Fredericton-Saint John local was seen arriving, either with a streamlined 4-4-4 #2929, or a 4-6-2 of 2500 or 2600 class.

Union Station was a good spot to observe passenger trains of either road, and east/west transfers of CP to and from CNs Island Yard. Transfers always had a helper-pusher for the stiff grades going west out of Union Station. On CN Moncton-Saint John passenger trains the regular power was 4-6-2s of 5200 series (ex-CGR power).

CN at Moncton roundhouse replaced the turntable with a new and longer table--the old one went to Saint John. CN 4-8-2 6000s commenced hauling Moncton-Saint John passengers trains #13 and #14 which were heavy consists, included through coaches, buffet-parlor and Pullman Company sleepers from Halifax to Saint John--the Pullman Company sleepers continued on CP/MEC and Boston & Maine to North Station in Boston.

Union Station in Saint John, built in the early 1930s, replaced the old station. The facility with its six track covered train shed and the terminal building was the finest station east of Quebec City and during the busy war years handled 24 passenger trains on a normal working day--did not include CPR military train movements, or extra sections east/west on the CP Montreal-Saint John line.

A number of U.S. troop movements moved from Boston over B&M-Maine Central-CPR and CN via Moncton to Halifax and return. On CNs main Montreal-Cambellton, NB, Moncton-Halifax, a few stranger 4-8-4s of 6140 and 6150 series showed up-plus #6160 to #6164, built just befor new locomotives #6165 to #6179 (assigned to Maritimes arrived in 1940.

Later 6180s became a common sight--either on freights or passenger. 2-10-2s of 4000 series held down the NTR line going northwest to Edmundston, N.B. 2-8-2s of 3200s 3300s and Grand Trunk 3400s were on freight service. 2-8-2s of 3200 and 3300s also ran on freights Moncton-Sackville to Cape Tormentine, NB, freight via CN operated train--passenger ferries to and from Borden, PEI .

At one time in the 1940s--CN was hard up for passenger cars, a good number of Pullman Company sleepers were purchased, and coverted to coaches. In order to handle a Royal Air Force movement off a liner in Halifax, with the movement going to Central or Western Canada for basis training--a long string of New York New Haven & Hartford green painted modern coaches (built around 1937 or 1938) were deadheaded Boston via Saint John to Halifax. A special air force movement was made Halifax-Moncton to the Royal Air Force based in Moncton--prior a number of days later on special military trains going west.

On one trip Moncton-Montreal in 1942 on the "Maritime Express", due to heavy passenger travel, especially Army, Navy, and Airforce travel--you could be prepared to stand-up in the coach corridors, for 90 miles north to Newcastle, and sometimes beyond.

Was at Central Station, Montreal on its opening day. Steam was taken off before entering station, with electric locomotives hauling passenger trains into the station. The same applied on outgoing trains. One day just returned from a day in Saint John, NB, observing both CN and CP operations--taking pictures around the railways in the war years was a no-no--but railfans did it making sure they wern't being watched.

CN passenger trains from Moncton to Saint John, if arriving at night--19 miles east at Hampton, the traninmen would pull all blinds down in all passenger cars for security reasons. The same applied on eastbound CN trains from Saint John Union Station 19 miles east to Hampton--then the blinds went up. The same applied at Halifax on both CN and CPRs Dominion Atlantic Railway.

Back to returning on CN from Saint John in the mid-evening. My father and I went back to the station--brand new 4-8-4 #6202 was due from Halifax on the Montreal bound "Maritime Express" a good many railway people looking her over. 6202 had gone east from Montreal the morning prior. More 6200s were assigned to Montreal-Halifax passenger trains as well as extra sections on this route.

The 6220 series, the 6230 and 6240 series came out with no feedwater heaters in front of their stacks like the 6200 and low numbered 6230s. The 6200s took over from 6100s mostly on the Maritime Express, Ocean Limited, and the Scotian, although their could be a mixture of the 6160 to 6189 series on these trains.

Of all shortlines, while building the RCAF Number #4 air base at Scoudouc, NB on the Painsec-Shediac-Pt du Chene line, 2-8-2s of 3200 and 3300s were working on gravel and ballast trains for the new RCAF base. The turntable at Pt. du Chene could not handle these locomotives, so they had to back a good 10 miles to turn on the wye at Painsec Jct.

Twice a week CN operated (summer only) three extra passenger trains for the Royal Air Force "Beach Specials" with any piece of passenger equipment they could find--2-8-0s of 2500 and 2600s would handle the run.

The largest steam the turntable at Pt. du Chene could handle was the 4-6-2 5200s-they just fit and that was all. 5200s after being out-shopped from heavy repairs usually were broken in on this passenger run for a week or so--the evening 6 or 7 car train from Moncton, and back to Moncton in the morning. 4-6-2 #5503 (ex- ICR) was the regular assigned locomotive.

Larger 4-6-2 5500s were broken in on this line also. Moncton shops of CN in the early 1940s was enlarged with a new locomotive shop. The shops turned out over 15 locomotives per month after complete overhaul. During the war years, the shops was on a 7 day week--all the overtime the employees could have. During one part of the war--CN ran a gas-electric and wood coach for CNR Moncton Shop workers working overtime to get home to points along the line to Pt. du Chene--the gas electric that performed the service was off the Campbellton-Moncton local--with one 15000 series always on overnight layover at Moncton, with the other overnighting at Cambellton.

With the threat of enemy sub-marines on the St. Lawrence, then Dominion Coal Company at Sydney, NS, decided to have shipping route made shorter, facilities were built on Pt. du Chene wharf to handle ships carrying coal-plus CN built a new yard less than a mile west of Shediac for the storage of coal cars before being shipped to points in Central Canada. An 0-6-0 of the 7000 class-slide valve was overhauled at Moncton Shops--laid dead for a couple of months at Pt. du Chene, the coal route from Sydney to Pt. du Chene never took place.

CN in Moncton, NB, during the early 1940s renovated the former Intercolonial Railway station (after that Canadian Government Railway) before Canadian National in the early 1920s. The old canopy at the back of the station was dismantled, and an addition was made to the station, and a remodeling of waiting room facilities.

Towards the end of the Second World War CN had a 1300 series arch-roof dining car assigned to the Montreal-Halifax "Ocean Limited" repainted to all light grey, and above the windows an orange band from one end of the diner to the other. This was only an experiment, and went no further.

In its shipping arm--Canadian National (West Indies) Steamships, only two Lady class passenger-cargo ships out of five sister ships survived, being the 7,000 ton "Lady Nelson", and the "Lady Rodney". The Lady Drake, Lady Somers, and Lady Hawkins were gone. A few freighters also survived. After the war, the Lady Nelson and Lady Rodney under the Canadian Military and National Defense Department continued through 1946 was assigned to the Halifax-Southampton, England run--running empty eastbound, just the crew and ship's officers and military (Canadian Army) staff. Westbound the two Lady ships would be carrying wounded servicemen and war brides--these ships carried up to 320 passengers.

The Lady ships, in good weather, could cover 327 miles in 24 hours--have seen these ships take nine-days to cover the run. Myself for a period was a crew member on the CNS Lady Nelson--185 crew--$85.00 a month. One trip eastbound to Southampton, England in the fall of 1946--one of Canadian Pacific's new post-war 10,000 ton "Beaver" express-cargo liners overran us with its speed enroute to London, Eng.

Southampton was a great place to watch railroading--on one of the over-the-tracks bridges. One passenger train after the other of the former Southern Railway. They had smart looking, and snappy moving 4-6-2s, and the streamlined "Merchant Navy" class 4-6-2s all carrying names of famous shipping lines.

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©1999, Donald Scott, all rights reserved.