Canadian Pacific In The Maritimes - Part II
1940s - The War Years

By Don Scott, Coquitlam, BC

Canadian Pacific's interest in aviation goes back to 1919. CPR was involved with the formation of the Aviation Corporation of Canada in 1929. The railway had an interest in the formation of Canadian Airways which was formed in 1930, when no one else would invest in the country in aviation.

CP between 1935 and 1937 was to become a major shareholder of the planned Trans-Canada Airlines (now Air Canada). CP was required to provide half of the capital investment, but only have a third of TCAs board of directors. CP would not participate under these terms, an that is why TCA became a government owned airline.

CP supported Canadian Airways eventually owning 10 regional airlines from Quebec to British Columbia, some east-west and north-south CPR owned subsidiary airlines. To try and make the short, CPR was considering a new Trans-Atlantic Airline to be given the name of "Canadian Atlantic Airways" operating passenger-mail- express service from Eastern Canada to Great Britain with four-engined flying boats similar to Pan American and Imperial Airways Boeing aircraft.

In 1940, after the war broke out, Canadian Pacific Railway formed Canadian Pacific Air Services, to fly newly built bombers from Eastern Canada to Great Britain, known as the Ferry Command. The headquarters were set up in Montreal, with a number of CP technical staff, but the pilots came from Imperial Airways.

The bombers were flown to which is now Gander, Newfoundland, which was formerly known as Hatties Camp. CP made arrangements with the Newfoundland Railway and had sleeping cars placed on a siding near the airport so that air crews could overnight. The bombers after overnighting at Gander would fly in a group across the Atlantic to Britain in just under 11 hours. The Royal Air Force took over the Atlantic duties in late 1941.

Canadian Pacific set up air training schools across Canada, from Quebec to British Columbia to train pilots etc., and navigators from the Commonwealth Countries. Plus CP operated aircraft overhaul bases across Canada, for the RCAF.

Canadian Pacific passenger liners were bringing airforce personell for Australia, New Zealand to Vancouver, and Trans-Atlantic from Britain and via CPR to its CP training schools across Canada. There is more but too much in detail.

Canadian Pacific had 19 of its ocean going ships called up for military service by the British Admiralty--about 14 liners, of the Empress, Duchess, Mont liners, Aorangi and Niagara both from subsidiary Canadian Australasian Line, two CPR west coast 6,000 ton Princess ships, Princess Marguerite (1), Princess Kathleen and DARs small ferry Kipawo.

Canadian Pacific Steamship's Trans-Atlantic liner Duchess of Richmond remained on its normal North Atlantic run until the end of 1940 making 14 round trips from the UK to Canada. Its first wartime voyage was from Montreal, and routed via Halifax to join the first fast convoy, with ships able to steam at 15K or better, plus the necessary zig-zagging and a more northernly course--this particular run took 19 days.

The 10,000 ton cargo-express ship Beaverford had completed 8 wartime voyages when she left Halifax, Nova Scotia in Oct. 1940 to join a convoy HX84 and its escort, HMS Jervis Bay, an armed merchant cruiser . The convoy was formed in 9 columns 600 yards apart, the ships being 400 yards apart from stem to bow. The German battle cruiser "Admiral Scheer" caught up with the convoy. The Beaverford put up a fierce battle, but went down with all hands.

In 1940, the 10,000 ton cargo-express ship "Beaverdale" was involved in the evacuation of Dunkirk. On Oct. 26, 1941, the Beaverdale left Saint John, NB for the UK , but in the early hours of the morning was struck by a torpedo from the U-48 . Two subs surfaced and started shelling the Beaverdale--which sank in a violent explosion. The Beaverdale was the fifth CP ship to be sunk in the first 19 months of the war. Captain Draper of the Beaverdale, in 1916 in the first world war had been serving on the CP Monmouth from New York to Dunkirk, when the vessel had been mined off Cherbourg, France.

Candian Pacific Steamships had 4,484 employees in war services under the directon of the British Admiralty. In late March 1941, the 24,000 ton "Empress of Canada" (1)of the Trans-Pacific passenger fleet (Vancouver-Victoria-Honolulu-Yokahama-Hong Kong-Shanghai-Philippines service) sailed from the Suez to Cape Town-Trinidad, and finally to Halifax--she then made a fast Trans-Atlantic crossing to Britain with Canadian troops.

Another liner of the Trans-Pacific passenger fleet "Empress of Asia" made two trips to Suez from Liverpool, England in 1941. On the return trip, from her second voyage she called at New York and Halifax before returning to Glasgow, Scotland in a convoy. The escort for the first part of the crossing was composed of U.S. warships.

The Empress of Canada late 1941 left Singapore on a round of world route via Australia and New Zealand crossing the Pacific to Panama, then to Newport News, Virginia where she was refitted before moving on to Halifax.

The 26,500 ton flagship of the Pacific passenger fleet "Empress of Japan" (2) renamed "Empress of Scotland" (2) was trooping to the Middle East. Twice on her journeys she crossed the Atlantic once to Halifx, once to New York, and carried troops to Britain.

The Empress of Japan, now the Scotland, spent 1942 on a variety of routes after she returned to Glasgow from her last mission to Singapore. She sailed to Cape Town, South Africa, Halifax and Glasgow, then another run to Suez and back to the UK. By mid-October her last voyage of 1942 took her once again to Durban and then across the Atlantic to New York. The Empress of Australia of the Atlantic fleet sailed to almost every part of the globe.

My sister returned to Canada mid-1942 sailing out of Liverpool on CPS "Duchess of Richmond " bound for Quebec City. With the threat of U-Boats , the liner took a Northern route near Iceland, some days without its engines--so not to be picked up by submarines--14days after out of Liverpool the Duchess arrived at CPs Wolfe Cove Ocean terminal that was built to handle the 42,500 ton Empress of Britain. Canadian Australasian Line's Niagara was lost, and the Aorangi sailed on trooping everywhere--but not listed as being in a Canadian east coast port during the war.

Canadian Pacific Steamships many ships during the war for the British War Ministry--22 Park class ships, 32 Empire Class ships between 1940-1945. Many ships completed for World War I and laid up in the USA--enemy ships seized in Allied ports, or captured on the high seas, cargo vessels and military transports built in the U.S.

When Cunard's Queen Mary and Queen Elizebeth went into Halifax to board troops--it took 27 troop trains--15,000 servicemen boarding either liner--thats 27 trains for one liner.

CPR leased a number of 2-8-2s from Jersey Central, they were in freight service through the State of Maine as far as McAdam, NB. Also spotted in McAdam in 1942 was Delaware & Hudson 2-8- 0--a multi-pressured (high-boiler pressure) locomotive of the 900 class.

With the heavy troop movements coming eastbound on CPR to Saint John, NB, with CN taking the trains over at that point via Moncton and through to Halifax--CPR passenger equipment being dead-headed back to Saint John to CP and the consists of equipment going to military bases to reload for another eastbound troop movement. The CN Moncton coach yard was filled to capacity with CP equipment.

CPR's Canadian Airways from the early 1930s had the mail contract to fly mail east from Montreal-Moncton-Charlottetown and after the new Moncton airport was completed--the Post office Department cancelled the mail contract, and was given to Trans-Canada Airlines who moved into the Maritimes in the early 1940s.

Canadian Airways out of Montreal followed the CPR line throught the State of Maine, and near McAdam, NB, crossed over to Fredericton and then into Moncton at the former Leger Corner Airport--now the town of Dieppe.

CPRs Montreal Angus Shops outshopped two rebuilt dining cars for the Dominion Atlantic in Nova Scotia, given the names "Blomindon" and "Bear River" and put into service on the Halifax-Yarmouth day trains, a 216 mile run.

The DAR itself was busy with military movements to and from the Naval base at Cornwallis east of Digby, Camp Aldershot, and the airforce base at Greenwood along the DAR line. The Kentville-Kingsport branch served the army base at Aldershot running three regular passenger trains each way to connect with the main DAR east-west line.

Canadian Pacific Transport commenced running a regular bus service from Kentville to the army base at Camp Aldershot. The dining car Bear River was a proto-type CPR was experimenting with--ideas of design to be put in service at the end of the war. By the end of the war this car was placed in service out of Halifax bringing troops back from overseas. CPR was bringing out a few proto-types of rebuilt sleeping cars being ready towards wars end.

Early in 1942, boarded CP/MEC/B&M "Gull" at Saint John Union Station for McAdam, a heavy train powered by CP 4-6-2 #2657. CP 4-8-2 #2901 departed west at 2000 on train #39 the Second Evening Montreal. The Gull departed at 2030 and as usual a helper or pusher on the back of our train as far as Reversing Falls Bridge.

The next morning left Mcadam about 0900 on train #42 "Atlantic Limited" powered by 4-8-2 #2900. A power change was made at McAdam that was put on at Brownville Jct. Maine a 4-6-2 2600 class.

The Montreal-Saint John passenger service eastbound and westbound ran with many extra sections. Train #39 westbound to Montreal was known to operate with up to 8 sections in the war years.

During one part of 1942 was in Montreal for a few days--Windsor Station of CP was a bee-hive of activity. Had my first look of CPRs new semi-streamlined G-3s of 2390 series and the new same design sisters of the 2400 class. The 2390 series all in CP tuscan red-gold-black scheme with the boilers, firebox, cylinder box still chrome--not in grey.

At Mcadam on the trip early in 1942, streamlined 4-4-4 #2929 came in on passenger from St. Stephen and later on the same train went north to Woodstock, to come east in the evening and continue to St. Stephen. Trains coming and going all night, not including yard power switching the yards.

While on a trip to Montreal in 1943, one afternoon went to CPRs Windsor Station-to catch all the action--CPRs train #39 for Saint John, NB, for a 1530 departure was made up, and on the power end was practically new heavy semi-streamlined 4-6-2 #2414 just in the black and gold paint scheme, with chrome boiler, firebox and cylinder box the same.

Alongside was the CN/CP pool train "International Limited" Montreal, Windsor Station to Chicago (pool train Montreal-Toronto only). This train made up with 50-50 CP-CN equipment, CP heavy-weight arch roof baggage, CP, CN coaches, CN dining car, CP-CN parlor cars, CNCP buffet-parlor cars. On the power end was a CN semi-streamlined 4-8-2 of the 6000 class (6060 series) in green-yellow-black paint scheme.

During 1944 CPR commenced running their new heavy-semi-streamlined 4-6-2s of 2390 series all the way from Montreal to McAdam , N.B. In tuscan red-grey-black-gold paint scheme, on passenger trains #39, #40, #41 and #42. They were #2394, #2395, #2396, #2397 and #2402--at that time with 8-wheel tenders--eventually to be replaced with 12-wheel tenders.

The new breed of heavy 4-6-2s only ran far east as McAdam on the Montreal service. 4-8-2s #2900 and #2901 continued from McAdam to Saint John, with #2900 running on #41 and #42, and #2901 on trains #39 and #40. Extra sections to these trains eastbound and westbound would be handled by light 4-6-2s of 2500s and 2600s.

During June of 1944 took CNs westbound "Maritime Express" from Moncton to Levis, (Quebec City) and CP afternoon "Frontenac" out of Palace Station. Before departing had a look at the power end being 4-6-4 Hudson #2813--smoke-deflector equipped--being well groomed and spotless in the consist a total of 21 cars. The cars inside and out "Spotless", train crew/trainmen with smart pressed uniforms, white shirts-black bow tie--white carnations on their jackets. The Frontenac was a CP/CN pool train but all CP equipment.

Before we departed for Montreal, the incoming Frontenac from Montreal would arrive--this day a streamlined 4-6-4 Royal Hudson of 2820 series. A Quebec Central (CP) passenger would arrive earlier powered by a light 4-6-2 of 2500 series (lettered Quebec Central) and through cars from Boston--on the tail end would be an open platform buffet-parlor compartment-bedroom sleeper--arch roof design.

The Frontenac was a fast train first stop after almost 100 miles would be Throis Rivieres. And only a 15 min. stop for loading and unloading passengers and at the locomotive end taking on water and some servicing. Travelled the same Frontenac after a few days to Quebec City--take harbour ferry to Levis, to await the eastbound late evening Scotian back to Moncton.

Quebec Central had a late evening passenger train from south arrive with a light 4-6- of the 2500 series enroute to downtown Quebec City. Out of Levis eastbound assisting a 4-8-4 CN 6170 series would be a 4-6-2 of 5500 class coupled onto the 4-8-4, and on the back end of the train an 0-8-0 8300 series pusher.

At Quebec City, CPR done all the passenger switching for CP and CN trains. In those days 2-8-0s of 3500 series seemed to be the main yard power--they were kept spotless--some difference from the condition of CNs locomotives.

During the second world war 21,000 Canadian Pacific employees enlisted for active service in the military. CP subsidiary Consolidated Mining and Smelting of Trail, BC, were busy with the war effort.

Eastern Abattoirs in Montreal another CP subsidiary supplied foodstuffs to Britain and Canadians in the armed services. CPR managed the famous British Canteens (NAFFIs) for army, navy and airforce--largely provisioned through Canadian Pacific's purchasing department, which acted as chief buyer. There were 39 CP managers up to the end of the war.

During 1939-1945 Angus shops in Montreal employed 15,000--not just looking after the railway--CPR were building tanks for the armies, marine engines for Corvettes, Frigates and landing craft. Ogden shops in Calgary, built guns for United States Navy ships. CPR put 189 new locomotives into service and 8,000 new freight cars into service.CPR were still bringing out new day-coaches in 1942--streamlined light-weight 2100 series coaches, plus to match streamlined lightweight express, baggage, and postal cars.

In 1943 Canadian Pacific Steamship's 26,500 ton "Empress of Scotland" (renamed from Empress of Japan from the Trans-Pacific service) began the first of five voyages from New York, back and forth across the Atlantic carrying Canadian and American troops to bases in Britain. She sailed either to New York, Halifax to Liverpool and Glasgow.

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©1999, Donald Scott, all rights reserved.