One of the first things to be done was that the Engineer and I were to visit photographer and have our photos taken for the local newspapers. Then my sister told me that a message had come through to the effect that Bruce was OK but that Yeats had to be tested. Now what the “H” had I done wrong? A day or two later the Superintendent’s clerk phoned to say that I was to report to the C.P.’s doctor to have a complete medical and be checked for any serious diseases. Nobody was taking any chances of the future Queen or her Husband catching anything from me were they?

I recall that this “Royal Tour” took place in Oct. 1951 and the locomotive was “Royal Hudson” #2863. Winter was fast approaching when Bert and I were deadheaded east to Medicine Hat on the express passenger train No. 2 to arrive around noon the day before our all important assignment. The first thing we were told to do was to report to the “Company” watch inspector and have both our time pieces checked. Next we were informed that we would be called for this important train sometime after midnight. We were not to waste time after supper but were to go right to bed and get a good night’s sleep that evening. I thought that we were being treated like a couple of little kids. We also knew enough to stay out of the pub. By this time of year the railroad business had slowed down somewhat, all the senior men had had their annual holidays and I had been bumped back and couldn’t even hold a job firing the east passenger. Firemen that began their railroad careers before me and were in the Hat that night sure gave me a bad time about being chosen to fire the “Royal Train” when I couldn’t even hold that passenger job.

If I had kept the train orders I would have been able to tell you readers what time we were called for but I recall that it was pitch dark when Engineer Bruce and his Fireman (Me) were cutting across the yard tracks toward the station when we were stopped by a very large C.P.R. Cop. He had his hand on his gun and wanted to know just where we thought we were going that dark night. Bruce explained that if he didn’t let us cross over to the station, Her Royal Highness’ train wasn’t going to leave town and that was that! The Master Mechanic (Dave Frances) met us at the station and stayed with the two of us while the train orders were checked and watches compared with the conductor and trainmen. Then, right on time, the shiniest and cleanest “Hudson” locomotive that I have ever seen rolled quietly into town right on time to the second and silently stopped with her tender spotted under the west end stand pipe.

Master Mechanic Frances was the first to climb up into the cab followed by Bruce then me and I’ll be dammed if a fellow didn’t need dark glasses up in there because the boiler head had been covered with gleaming stainless steel which had been brilliantly polished. Even the small sand scoop was made of stainless steel and when I mentioned to the Boss (Master Mechanic) that it would make a great souvenir I was told to “forget it kid”. The 2863 Hudson was one of the engines that worked between Revelstoke and Vancouver and was designed to burn oil. Engineer Bert Bruce was one of the best “Hogheads” that I have ever worked with and right on time we received the communicating air whistle signal from the Conductor. Bert eased the reverse into full forward and gently opened the throttle.

That large 4-6-4’s 75 inch drivers started to turn quietly and the whole train started as smoothly as you would start moving your automobile if it were full of eggs. I eased the damper open and pulled the oil firing handle toward me to increase the heat in the firebox just enough to keep the steam pressure gauge at 285 lbs. without letting the pop (safety ) valves open. There was a 4-6-2 Pacific type helper locomotive coupled on ahead of us and so the two sparkling clean steamers had no problem pulling that gleaming train up the very steep grade out of Medicine Hat and up to Redcliff. Now I can’t recall if the helper engine was cut off at that point or stayed with us to Suffield where a water stop would be made but I do know that our “Hudson” would not need further assistance until the train arrived at Lake Louise on the Laggan Subdivision 117 miles west of Calgary.

That “Twenty Eight Hundred” steamed like a house on fire, it was the easiest loco to fire that I had ever worked on but when I asked M.M. Frances, who was sitting on the seat behind me, if he would like to take over my job for awhile, he declined. I guess that he didn’t want to cause any trouble but was just along to see that Bert and I did our jobs properly or in case there were any mechanical problems. We didn’t meet any eastbound trains because the passengers had already arrived in the Hat. All the freights were held in Calgary until after we arrived. Also, the special train carrying the members of the press was one hour ahead of us so it was no problem staying right to the schedule set out for us in the train orders. At Bassano, 98 miles to the west, the switch to the Empress Sub. main was opened, as was pre arranged, and Bert quietly headed us in there where we were to wait while passenger trains numbers 3 and 7 heading west very quietly as per instructions, (no whistling nor bell ringing or any of that noisy stuff) proceeded past on the main line. It was OK for the crew to have to stay awake but their Royal Highness’ sleep must not be disturbed.

While waiting there the three of us on the locomotive were invited back into the train for a real good bacon and egg breakfast. That sure beat having a cold sandwich and tea made with water boiled in a jam can in the firebox of the locomotive. We didn’t expect the have Her Majesty or even the Duke join us for coffee so we weren’t disappointed. The dining car crew were very cordial and the meal was welcomed.

After the train was cleared to proceed westward an odd thing happened. The Conductor came up to the head end to inform us that the Prince’s private car was low on water (maybe he had spent too long in the shower) and that it would have to be topped up at the west end stand-pipe after the locomotive tender had been filled. As mentioned previously, winter was coming and to keep the water lines at both stand-pipes at Bassano from freezing it was the practice to pile the base of both standpipes with about a foot and a half of a mixture of good old fashioned horse manure and straw, obtained from the nearby stock yards. This would provide enough low cost insulation to keep the water from freezing even in the coldest weather. Now in order to water the “Duke’s” car this mixture had to be shoveled off the small trap door below the water spout and a man had go down into the well like cavern and bring up one end of a dirty black hose the other end of which was coupled to the underground water line. The business end of the hose was wiped off a little and shoved into the water tank under the “Duke’s” car. It didn’t take very long to fill, the hose was replaced and the special insulation put back on top of the well and we were on our way. I’ve often wondered just how good his coffee or English tea tasted that chilly morning? (maybe we could we call it” Cowboy Coffee”) !

Back east a cable had been run up into our locomotive cab the other end of which was connected to an electric bell or buzzer back in the last car of that “Royal Train” so that we could notify their “Highnesses, after daylight, whenever there were any people at any of the small stations along the way that they could wave to. It was either too early in the morning and the local people were still asleep or else the farmers living along the way were already at the local curling rinks, in any event there wasn’t any need to use the buzzer until we approached the main gate at the C.P.R.’s Ogden shop at the eastern outskirts of Calgary. All work there had been stopped long enough for the staff to walk over to the fence and main gateway and wave to Bert Bruce and Me. I learned later that the Duke was also out on the rear observation platform to receive their salutations. There were also other early risers between there and the Calgary station to wave to the Engineer and Me and the Prince Philip too. His Wife was still having her hair brushed I guess. There was a very large crowd waiting to catch sight of the “Royals” at the Depot when Bert brought the train to a very smooth stop at the first street west interlocking tower which would spot the Royal Coach steps at a red carpet right in front of the main entrance to Calgary’s station. The “Hudson” was cut off and we backed it eastward toward Alyth Roundhouse where it’s boiler would be washed out and the engine thoroughly cleaned, examined and lubricated all ready for the trip west to Vancouver later.

That same afternoon the city of Calgary held a miniature rodeo at the Stampede Grounds for the benefit of their Royal Highnesses and also to give a large crowd of the locals a chance to see them. The Royal Couple were driven past the grandstand in an old time stage coach so that they could be seen by all before they ascended to front row seats to view the western show that was performed just for their benefit. That was where I was able to see the two important people who had been passengers on the train I was firing earlier that day.